Tag: 2002

The press release issued by the Strategic Rail Authority on 14 January 2002.

Delivering improvements for Wales’ railway

A Plan for the future of the railways is published today by the Strategic Rail Authority (SRA), setting out a series of measures to improve Britain’s railway and ensure the Government’s growth targets are met. The Plan outlines how improvements for passenger and freight customers will be delivered in the short and medium term, contributing to the aspirations of the Welsh Assembly Government’ Transport Framework, as well as setting out long term ideas for the next decade.

The Plan has the full backing of the Government, which has increased public funding for the railway by £4.5 billion compared with the allocation in the Ten Year Transport Plan. It is the first time in almost 50 years that a plan has been created designed to lead to expansion of the railway. The SRA itself will be restructured to deliver the Plan and new high level appointments were advertised yesterday, including a Chief Operating Officer to ensure a focus on immediate delivery and performance.

Launching the Plan, the SRA’s new Chairman, Richard Bowker, said

“This Strategic Plan marks the line in the sand, it is the point at which we say enough is enough and begin the journey to deliver a railway fit for the 21st Century. But, we recognise that medium and long term aims are not enough. The railway has many current problems and we will take all the steps we can to bring about the earliest improvements for rail users.

“The input to the Plan from Sue Essex and her team has been most helpful. The Strategic Plan outlines the mechanism for the delivery of improved commuter services in the South Wales, faster and more frequent links with London and England’s major cities, more and better trains for the rural communities and the expansion of rail freight. As a key step, the process of letting the Wales and Borders franchise will now be moving apace.

“£400 million has been allocated to a special GB wide Rail Performance fund set up to co-invest with rail companies in short term schemes to improve reliability for passengers. A National Rail Academy is being developed to boost the training of staff in core railway skills. A £430m GB wide fund for local passenger improvements is included in the Strategic Plan, as is funding for freight facilities designed to move freight from road to rail”.

Richard Bowker said.

“This Plan offers for the first time stability, clarity and predictability for future projects and their timescales, enabling all participants in the industry to plan and resource effectively. It is practical and deliverable. It takes the policy objectives established in the Government’s Ten Year Transport Plan and sets out a quantified, prioritised programme to deliver those objectives. It demonstrates a commitment to safety, and a determination to attract and keep more passengers and freight customers.

“We must invest in the people who keep Britain’s railways moving. I want to see fewer accountants, fewer lawyers and fewer consultants, but more engineers, more operators, more project managers and especially more young graduates and school leavers joining an industry with a future”.

The Plan sets out the SRA’s vision for Britain’s railway where:

• sufficient trains run with sufficient frequency to meet growing passenger demand
• performance is better and stable, so that passengers and freight users can plan with confidence
• staff are trained, motivated, attentive and helpful
• the whole journey experience is vastly improved so that, from departure door to destination door, passengers are treated like the valuable customers are
• the stations are safe and welcoming with adequate parking and integration with other modes
• the trains reliable and clean, the journey predictable and relaxing
• there is overall a safe, reliable and value for money product throughout the UK

Richard Bowker concluded:

“The Plan is based on a railway that is in the private sector with public accountability and control exercised through the Strategic Rail Authority. The railway industry must urgently address the problems which face it, including the strikes which have caused such misery since the New Year. And, with the industry, the SRA will find effective solutions. Nothing can be allowed to get in the way of regeneration of our railway. The prize for success will be a system that meets our needs better and better each year. We will get there”.

The highlights of the Strategic Plan are summarised in the attached Annexe.

Annexe

Highlights of the Strategic Plan for Wales

Objectives

The objective of the Strategic Plan is to deliver the Government’s objectives set for the SRA. The primary objectives are to deliver by 2010:

• 50% increase in passenger kilometres
• reduction in overcrowding which breaches the SRA’s standards.
• 80% increase in freight tonne-kilometres.

The plan also meets where possible SRA’s other priorities set by Government, including better integration with other transport modes, expansion of capacity, promotion of the use of the railway network and encouragement of its use.

The priorities have been developed taking into account the Welsh Assembly Government’s Transport Framework, and dialogue with the Rail Passengers’ Committee for Wales and local authorities.

The SRA made representations to the consultation draft of the Wales Spatial Plan issued in September 2001.

Priorities

The plan sets clear priorities based on the need for mandatory safety improvements, emerging information about European Union requirements on interoperability and the cost of improving accessibility in line with the Disability Discrimination Act. It also takes account of the constraints of the specialist rail engineering resources available, and the need for schemes to represent value for money for taxpayers. In particular, the schemes are based on the need to stabilise the industry and improve performance, and on meeting the Government objectives set out in the Ten Year Transport Plan and those of the National Assembly of Wales, set out in their Transport Framework document. These priorities are reflected in the investment programme and the allocation of SRA financial support. The highlights for the short, medium and long terms are set out below.

Short Term (to 2005)

• The principal development for the short term will be letting of the Wales & Borders franchise.
• RPP-funded additional rolling stock on Taff Corridor to alleviate overcrowding, building on recent re-signalling funded by SWIFT. (implemented January 2002).
• 34 four-car CrossCountry Voyager trains to replace all loco-hauled services by May 2002. Progressive introduction of new trains, delivering extra services, including new services between Cardiff, Newport, the Midlands, the North of England and Scotland
• Testing of first of 44 tilting five-car Super Voyager trains, which will deliver faster journey times and more through services between North Wales and London.
• Wessex Class 158 trains (for Cardiff – Portsmouth service) – new air conditioned units; class 158 and 150 trains – sanders to improve performance and safety, particularly during leaf fall season.
• Central Trains phase two class 170 modification programme begun, to improve reliability of the fleet, and new air conditioning units on class 158 vehicles (170s and 158s operate on Cardiff – Nottingham service).
• Selective increased frequencies on the Cardiff Valleys networks.
• Strengthening of morning services Barry Island to Aberdare.
• Proposed reintroduction of passenger services to Ebbw Vale, a joint project being examined with the Welsh Assembly Government.
• Infrastructure improvements on Chester to Shrewsbury line to provide reduced journey times.
• Infrastructure improvements at Barry, Bangor and Chester to improve operational efficiency.
• Increasing capacity on the Swansea West Loop to improve operational efficiency and increase capacity.
• The SRA and the Welsh Assembly Government are providing a total of £14.5m for the reopening of the Vale of Glamorgan line to passenger traffic in 2003, providing stations at Rhoose (to serve Cardiff International Airport) and Llantwit Major and higher line speed for freight services. This project is funded through the Rail Passenger Partnership scheme.
• SRA is looking into possibility for new rolling stock for the Great Western route before 2006.
• RPP-funded station improvements at Haverfordwest
• £30m investment by Virgin West Coast in improving reliability, quality of passenger experience and maintenance provision.
• 125 mph operation (present top speed is 110 mph) for VWC services by May 2003, giving reduced journey times to and from mid and north Wales.
• Virgin West Coast infrastructure upgrade and renewal works to deliver increased capacity, high fast and slow line speeds, improved reliability and performance.
• A number of FGW stations in Wales will transfer to the Wales and Borders franchise this year.

Medium Term (2005-2010)

The medium term strategy is to deliver the growth targets set in the Government’s Ten Year Plan and to provide more capacity to relieve passenger overcrowding. Highlights of the projects required are:

• Line speed improvements on the Aberystwyth to Shrewsbury line.
• Increased passenger and freight capacity on the Newport to Crewe line.
• Improved gauge clearance in the Great Western main line to Cardiff for freight trains.
• Much of the signalling and track on the Great Western Main Line must be renewed over the next 10 years. Where signalling renewal takes place, this may provide an opportunity to enhance capacity and operational resilience at key locations, and also to replace the existing Automatic Train Protection system with the new ERTMS train control system on the high speed lines used by FGW. Considerable development work is needed on this proposal and will be taken forward in the short term.
• Key issues for the future Great Western franchise in the period after 2006, to which any new franchisee would have to pay attention, will include:
  

  – Additional incentives for improved operational performance and customer satisfaction
  – Investment in new trains to replace the FGW HST fleet
  – Additional train services, with some improved journey times
  – Investment in new and existing stations, car parks, depot and customer service.

Long Term (Beyond 2010)

Beyond 2010, the role of the railways will become even more important, and the key network capacity issues will have to be addressed. In particular, this involves:

• Great Western Main Line. Development of plans, linked with track and signalling renewal for the routes from London Paddington to South Wales and the West of England.
• West Midlands/Manchester Capacity. New infrastructure in the Birmingham and Manchester conurbations will deliver more capacity with benefits for services from North and Mid Wales.

Accessibility for all

Implementation of the plan will bring significant benefits for passengers with disabilities. The highlights of the programme of improvements are:

• All new vehicles will be fully accessible, complying with the Rail Vehicle Accessibility Regulations which are administered by DTLR.
• Additional funding to make large and medium stations accessible by 2004
• Work carried out under the small scale station improvements programme will be compliant with the SRA code of practice on access for disabled people;
• Disability Awareness training will be encouraged, and this is being reflected in new Code of Practice for train operators.

The press release issued by the Strategic Rail Authority on 14 January 2002.

The Plan for the future of the railway is published today by the Strategic Rail Authority (SRA), setting out a series of measures to improve Britain’s rail network and ensure the Government’s growth targets are met. The Plan outlines how improvements for passengers and freight customers will be delivered in the short and medium term, as well as setting out long term ideas for the next decade.

The Plan has the full backing of the Government, which has increased public funding for the railway by £4.5 billion compared with the allocation in the Ten-Year Transport Plan. It is the first time in almost 50 years that a plan has been created designed to lead to expansion of the railway. The SRA itself will be restructured to deliver the Plan and new high level appointments were advertised yesterday, including a Chief Operating Officer to ensure a focus on immediate delivery and performance.

Launching the Plan, the SRA’s new Chairman, Richard Bowker, said:

“This Strategic Plan marks a line in the sand; it is the point at which we say enough is enough and begin to deliver a railway fit for the 21st Century. But, we recognise that medium and long – term aims are not enough. The railway has many substantial current problems and we will take all the steps we can to bring about the earliest improvements for rail users.

“£400 million has been allocated to a special Rail Performance Fund set up to co-invest with rail companies in short – term schemes to improve reliability for passengers, particularly commuters. A National Rail Academy is being developed to boost the training of staff in core railway skills. A £430m fund for local passenger improvements is included in the Strategic Plan, as is funding for freight facilities designed to move freight from road to rail.”

Important improvements to the rail network will be delivered within four years. In particular;

• Safety improvements, including the completion of the Train Protection and Warning System and trial schemes for the new European Rail Traffic Management System;
• Replacement of old slam – door Mark I coaches with new trains, providing extra capacity for growth;
• Track and signalling improvements at 100 locations throughout the country to improve capacity or reliability;
• Improved station facilities such as security, information systems and toilets at 1,000 small and medium sized stations throughout the country;
• A new revenue support scheme for rail freight to encourage competition and get more freight off road and onto rail.
• Completion of the first phase of the Channel Tunnel Rail Link by 2003, the first new main line in Britain for almost 100 years, which will release much needed extra capacity on the lines in Kent.

Richard Bowker said:

” This Plan offers for the first time stability, clarity and predictability for future projects and their timescales, enabling all participants in the industry to plan and resource effectively. It is practical and deliverable. It takes the policy objectives established in the Government’s Ten-Year Plan and sets out a quantified, prioritised programme to deliver those objectives. It demonstrates a commitment to safety, and a determination to attract and keep more passengers and freight customers.

“We will invest in the people who keep Britain’s railway moving. I want to see fewer accountants, fewer lawyers and fewer consultants, but more engineers, more operators, more project managers and especially more young graduates and school leavers joining an industry with a future.”

The Plan sets out the SRA’s vision for Britain’s railway where:

• sufficient trains run with sufficient frequency to meet growing passenger demand;
• performance is better, and stable, so that passengers and freight users can plan with confidence;
• the staff are trained, motivated, attentive and helpful;
• the whole journey experience is vastly improved so that, from departure door to destination door, passengers are treated like the valuable customers they are;
• the stations are safe and welcoming, with adequate parking and integration with other modes;
• the trains are reliable and clean, the journey predictable and relaxing;
• there is overall a safe, reliable and value for money product throughout the UK.

Richard Bowker concluded:

“The Plan is based on a railway that is in the private sector, with public accountability and control exercised through the Strategic Rail Authority. The railway industry must urgently address the problems which face it, including the strikes which have caused such misery since the New Year. And, with the industry, the SRA will find effective solutions. Nothing can be allowed to get in the way of the regeneration of our railway. The prize for success will be a system that meets our needs better and better each year. We will get there. ”

The highlights of the Strategic Plan are summarised in the attached Annexe.

Annexe

Highlights of the Strategic Plan

Objectives

The SRA’s Strategic Plan sets out the changes required by 2010 to meet the Government’s targets for rail included in the Ten Year Transport Plan. These are:

• 50% increase in passenger kilometres;
• Reduction in overcrowding which breaches the SRA’s standards;
• 80% increase in freight tonne-kilometres.

The Plan also meets, where possible, the SRA’s other priorities set by Government – including better integration with other transport modes; expansion of capacity; promoting the use of the railway network and encouraging its use. The priorities have been developed following consultation with key stakeholders such as the Rail Passengers Council, Scottish Executive, Welsh Assembly Government, and local and regional authorities. The plan has been informed by the emerging findings of the multimodal studies.

Priorities

The plan sets clear priorities based on the need for mandatory safety improvements, emerging information about European Union requirements on interoperability and the cost of improving accessibility in line with the Disability Discrimination Act. It also takes account of the constraints of the specialist rail engineering resources available, and the need for schemes to represent value for money for taxpayers. In particular, the schemes are based on the need to stabilise the industry and improve performance, and on meeting the Government objectives set out in the Ten-Year Transport Plan. The priorities include allocation of sufficient resource to plan effectively for the long-term. These priorities are reflected in the investment programme and the allocation of SRA financial support. The highlights for the short, medium and long-terms are set out below.

Short Term (to 2005)

• Completion of the new TPWS safety system by 2003;
• 1700 new coaches delivered by 2004, to replace older trains and provide for growth;
• A National Rail Academy to ensure adequate training of staff in the specialised skills and competencies required to run a complex rail operation;
• A £400m Rail Performance Fund to direct resources to early improvements in reliability;
• New trains and more frequent services on Virgin West Coast services between London Euston, the West Midlands, the North West, North Wales and Scotland, coupled with upgraded infrastructure giving higher line speeds;
• New trains and infrastructure improvements for the Virgin Cross Country franchise, serving Scotland, the North of England, the Midlands, South Wales, the West Country and the South Coast, with a big increase in service frequency, improved standards of travel and better reliability;
• The programme of new and extended passenger franchises, restarted in December 2001;
• Section 1 of Britain’s first new main line railway for a century operating by 2003, the Channel Tunnel Rail Link, with trains running at 300 kph (186 mph), carrying both international and domestic services;
• New franchises negotiated, with a simplified structure and fewer operators;
• A new deal for passengers with disabilities, with all trains accessible by wheelchair passengers by 2004 and a multi million pound programme to improve station access and special training for staff;
• A new Revenue Support Scheme to encourage competition for freight on rail, particularly in the intermodal market and for flows which are less than a complete train load;
• New lines and stations, including the Vale of Glamorgan Line (Barry – Bridgend) and the Edinburgh Crossrail park and ride scheme, funded through the Rail Passenger Partnership scheme;
• A study of the feasibility of a National Rail Test Track to ensure that new trains work reliably when they start carrying passengers or freight on the rail network;
• A programme of investment in smaller, local schemes to expand capacity or provide additional facilities for both freight and passenger services around the country;
• Continuing action to tackle trespass and vandalism, the cause of the majority of casualties on today’s railway;
• Resources to plan medium and long- term projects.

Medium Term (2005 – 2010)

The medium-term strategy is to deliver the growth targets set in the Government’s Ten-Year Transport Plan and to provide more capacity to relive passenger overcrowding. Highlights of the projects required are:

• Longer trains on a number of commuter routes to relieve overcrowding;
• New trains and station improvements on the route between London St Pancras, the East Midlands and South Yorkshire, through the Midland Mainline franchise extension;
• Upgrading the TransPennine route to provide more capacity for extra passenger and freight services, and to reduce journey times;
• Upgrading freight routes from Felixstowe and Southampton to the West Midlands, the North of England and Scotland to take larger containers which at present are transported by road;
• New trains, additional capacity and better integration with bus, Underground and light rail delivered through the long term franchises agreed for Chiltern, South Central and South West Trains;
• Thameslink 2000 scheme to provide high frequency services across Central London, linking a wider range of destinations north and south of the river, providing a practical alternative to many journeys via the M25, and relieving congestion on the Underground;
• Extension of the East London Line, integrating Underground and National Rail services and providing better links to Docklands;
• Local projects throughout Great Britain, funded through the £430m Rail Passenger Partnership scheme.

Long Term (Beyond 2010)

Beyond 2010, the role of the railway will become even more important, and the key network capacity issues will have to be addressed. In particular, this involves:

• High Speed Line. Additional capacity between London, the North of England and Scotland for both freight and passenger services; to include consideration of a new line with a high speed capability, and provision of capacity for more North – South rail freight movements;
• Kings Cross/St Pancras. Integrated development of the main line and Underground stations (and bus and taxi connections) as a ‘superhub’
• West Midlands/Manchester Capacity. Relief of congestion with new infrastructure in regional centres such as Birmingham and Manchester;
• Multimodal Studies. Development and implementation of rail projects identified as required in the multimodal studies;
• Rail/air. Further development of airport links, particularly at Heathrow (Airtrack), Glasgow and Edinburgh airports;
• Great Western Main Line. Development of plans, linked with track and signalling renewal for the routes from London Paddington to South Wales and the West of England;
• Crossrail. ‘Regional Express’ cross-city schemes such as the London Crossrail project, being developed jointly with TfL. Similarly, work will continue on the Merton – Hackney route in London.
• South London Metro. Further development of south London suburban routes to provide ‘metro’ type frequencies and standards of service at peak as well as off-peak times;
• New lines/terminals. Connecting new freight and passenger markets with new or reinstated railways or new siding connections.

The press release issued by the Strategic Rail Authority on 14 January 2002.

Briefing for the North West region

(the area covered is that of the Government Office for the North West – Cumbria, Lancashire, Cheshire, Greater Manchester, Merseyside, Blackburn with Darwen, Blackpool, Halton and Warrington)

Objectives of the Strategic Plan

The Strategic Plan sets out the SRA’s plan to tackle the industry’s problems and its priorities for the short, medium and long to:

• restore stability in the industry, allowing performance to improve;
• deliver growth to meet the 10 Year Plan core targets

• build a pipeline of projects at different stages of developments against which contractors and suppliers can plan.

The plan also meets where possible the SRA’s other priorities set by Government, including better integration with other transport modes, expansion of capacity and promotion of the use of the railway network.

The priorities have been developed taking into account dialogue with the Rail Passengers’ Committee for the North West, the North West Regional Assembly and North West Development Agency, Government Office for the North West and local authorities within the region.

The SRA contributed to the preparation of Regional Planning Guidance for the North West, and the Secretary of State’s proposed changes are expected shortly.

The SRA has also participated in the following Multi Modal Studies:

National schemes with benefits for the North West:

• Train Protection and Warning Systems

• A Company Neutral Revenue Support scheme to be introduced in 2002 for intermodal and ‘less than trainload’ markets

• Freight Facility Grants

• Freight Small Schemes Fund

• Rail Passenger Partnership Fund

• Incremental Outputs Statements for track & signalling and station enhancements

• Training through a National Rail Academy

• National Rail Performance Fund to improve reliability of services

• National Test Track to prove new rolling stock, before it is tested on the Railtrack network;

• A programme of improvements for passengers with disabilities to improve station access and special training for staff.

PRINCIPAL PROJECTS FOR THE NORTH WEST

Developments for 2001 – 2002

Service developments

• Blackburn – Manchester service enhancements funded through Rail Passenger Partnership (subject to final agreement of track access charges with Railtrack).

• Commitments on Arriva Trains Merseyside (ATM) to introduce an additional three-car train from Autumn 2001, and a second from Summer 2002.

• The SRA and Merseytravel (Merseyside PTE) are considering a proposal by ATM to recast the Passenger Service Requirement to improve overall performance.

Rolling stock

• 34 four-car CrossCountry Voyager trains to replace all loco-hauled services by May 2002. Progressive introduction of new trains during Autumn/Winter 2001/02, delivering extra services and greater reliability. Testing of first of 44 tilting five-car Super Voyager trains, which will deliver faster journey times.

• A total of 53 nine-car, 140 mph, titling Pendolino VWC trains are being constructed by Alstom. Testing of new Pendolino trains on the WCML has begun between Carlisle and Carnforth.

• Modifications to First North Western Class 323, 142 and 150 trains to enable staff to carry out enhanced on-train customer care and revenue protection duties.

• Negotiations are underway with Angel Trains, Merseytravel and ATM regarding the refurbishment of the class 507/508 trains currently operated by ATM.

• Phase two Central Trains class 170 modification programme begun, to improve reliability of the fleet.

• New air-conditioning units of 72 Central Trains class 158 vehicles.

Franchise negotiations

• In September 2001, SRA requested by Secretary of State to proceed towards the final stage of the letting of the TransPennine Express franchise. Formal consultations with the 5 PTEs, which have the statutory right to specify services in their respective regions, were completed last year. 3 shortlisted counterparties will shortly be invited to submit revised proposals, taking into consideration any additional requirements emerging from the consultation process. It is intended that the new franchise will be awarded later this year, to commence early next year.

 

Stations and passenger facilities

• Upgrade of Preston station platforms 3 and 4 and associated facilities.

• Completion of station improvements at Manchester Piccadilly.

• £30m investment by VWC in improving reliability, quality of passenger experience and maintenance provision.

• Major improvements to stations in Cumbria, and at Ashton-under-Lyne.

• CCTV installed at 7 FNW stations and progress towards the centralised monitoring of CCTV in the Merseytravel area.

Infrastructure improvements

• Completion of CrossCountry infrastructure upgrade works at bottlenecks.

Rail Passenger Partnership proposals

The following RPP proposals are currently being assessed:

RPP proposal	Status	Output
Allerton Interchange	Pre-qualification	A multi-modal interchange providing access to local bus and local, regional and national rail networks, and a gateway to Liverpool John Lennon Airport
Peak capacity enhancements	Under evaluation	Optimising the deployment of new additional FNW trains
Cumbria Coast Line	Under evaluation	A package of measures including doubling of weekday service frequency, improving facilities, customer information services and additional Sunday and late evening services
Windermere Branch Line upgrade	Under evaluation	Infrastructure enhancements and the provision of 2 trains per hour on the branch
Blackpool North – Manchester	Pre-qualification	Service enhancements, new hourly off-peak service Blackpool North – Manchester Victoria

 

 

IOS Infrastructure

The SRA is supporting, subject to value for money tests, the following incremental improvements to the network in the North West:

IOS infrastructure scheme	Main output	Key requirement	Expected completion date
Manchester Piccadilly – New Mills Central	journey time	improved journey times	2002
Rochdale – Manchester Victoria – Wigan Wallgate – Southport (via Allerton)	journey time	improved journey times	2002
Manchester Airport – Nottingham via Stoke-on-Trent	capacity	regular interval service, running earlier and later	2002
James Street, Liverpool	operational flexibility	provide additional turnback facilities for use during disruption	2003
Crewe – Nottingham	journey time	reduced journey time	2006-07
Wigan Wallgate	operational flexibility	ability to turn back trains from M’cr direction without shunting	2005-06
Hazel Grove – Furness Vale	capacity	additional trains to Furness vale	2004-05
M’cr Piccadilly – Marple	journey time	reduced journey time	2002
Blackburn – Manchester	capacity	Sunday service	2002
Manchester Victoria – Blackburn	journey time	reduced journey times	2002
Carnforth – Barrow	journey time	higher line speeds, giving improved journey times	2005-06

Developments 2002-2010

Service developments

• CrossCountry service frequencies increased from summer 2003 timetable on core routes, to approximately double the present frequencies, with standard ‘clock face’ timetables and shorter journey times.

• Virgin West Coast frequency improvements to 2 trains per hour London to Manchester.

 

 

Rolling stock

• Bombardier tilting 5-car Super Voyager trains to be introduced by VWC between London, Chester and Holyhead.

• 42 Pendolino trains expected in service by May 2003, serving London, Manchester, Preston and Liverpool.

Franchise negotiations

• The present FNW franchise expires in 2004. Services will then move into one of three new franchises:

• The present ATM franchise runs to February 2003, with an option to terminate earlier. The SRA is in discussion with Merseytravel and DTLR regarding a possible transfer of responsibility to Merseytravel, and reviewing initiatives that facilitate development of the Merseyside Local Transport Plan; expressions of interest in the new franchise have been invited.

• The Central Trains franchise is due to expire in 2004. The SRA is looking at the possibility of a two year extension, aimed at achieving an early increase in capacity.

Infrastructure improvements

• 125 mph operation (present top speed is 110 mph) on VWC services, giving reduced journey times.

• WCML infrastructure upgrade and renewal works to deliver increased capacity, higher line speeds, improved reliability and performance.

• Remodelling and resignalling at Manchester, for higher speeds and reliability.

• The new TPE franchise will look at opportunities for new rolling stock and depot facilities; more frequent express services on key routes; and addition of new destinations to the TPE network

• Manchester Airport Ground Transport Interchange, including the provision of additional platform capacity.

• Cross-Manchester capacity including Victoria station, Piccadilly approaches, Ordsall Chord and flyover.

 

Freight

Southampton – West Midlands Felixstowe – Nuneaton. Works to provide increased capacity and increased structure gauge clearances to allow rail to handle 9’6″ containers and European swapbodies more effectively, linking the two largest container ports in Britain with the West Midlands.

Freight Small Schemes Fund

The SRA has created a Freight Small Schemes Fund, which will provide £300m over ten years, to secure small and medium sized freight infrastructure schemes which would be particularly valuable improvements to the network, and can be delivered quickly, within a fixed annual budget.

The table below lists some schemes which will benefit the North West currently under consideration for such funds, and the outputs and potential delivery time scales they offer. Other schemes will also be in competition for these funds, which will be available throughout the period to 2010.

Scheme	Outputs	Potential delivery timescales from approval
Caldon Low Branch	rail connection to large quarry and cement works located at Caldon Low	3 years
Buxton up reception siding	facilitates economically viable train lengths to/from Hindlow/Dowlow branch	1 year
Basford Hall	equips Crewe with 775m train length capability	3 years
Carlisle Yard	lengthening of sidings to accommodate 775m trains	3 years

TransPennine upgrades: South Humberside, Hope Valley, Diggle and Manchester

The SRA intends to develop and implement the following:

• Increase in the availability of freight paths in the order of 30% to/from ports at Immingham, Grimsby, and Killingholme
• Incremental improvements to capacity, speed and route availability for freight trains on the Hope Valley line between Sheffield and Manchester
• Gauge clearance to W10 or W12 on the North TransPennine Route between Leeds and Manchester, including connections to ports and terminals
• Development of freight diversionary routes around central Manchester

Improvements on the capacity-constrained Hope Valley line will provide more freight paths, faster transits and greater reliability, which also provide benefits for passenger operators. Subject to further detailed, work, diversion of freight away from central Manchester will both deliver additional capacity and free passenger paths on central Manchester corridors (Victoria and Piccadilly – Deansgate).

Developments 2002 – 2005

Outputs	Expected completion date
Hope Valley incremental speed and route availability improvements.	2002 – 04

Developments 2005 – 2010

Output	Expected completion date
Manchester diversionary options.	2008 -9

Other Schemes

The SRA is supporting, subject to value of money tests, incremental improvements to the network, designed to improve capability and capacity for freight.

IOS infrastructure scheme	Main output	Key requirement	Expected completion date
Olive Mount Chord	operational flexibility	Reopen for freight traffic.	2002 – 03

The table below identifies key routes where initial/further feasibility work will commence in 2002 – 2003, and the potential before 2005 and 2010.

Schemes	Developments 2002 – 2005	Developments 2005 – 2010
West Coast: capacity for freight growth North of Crewe	Enhancement to enable freight levels to grow when passenger service levels are increased under WCRM	Enhancement to created through paths North and South of Crewe

Greater Manchester capacity study

The SRA, in partnership with Railtrack, GMPTE, Manchester International Airport and the Highways Agency, has completed the Greater Manchester Strategic Rail Study, which sets out a strategy for the development of the rail network in Greater Manchester over the next 20 years. The first key building block, the creation of a TransPennine Express franchise, is currently underway. The partners in the study are now considering how best to take forward long term options, including the expansion of light rail on the heavy rail network.

Long Term (Beyond 2010)

Beyond 2010, the role of the railways will become even more important, and the key network capacity issues will have to be addressed. In particular, this involves:

• High Speed Line. Additional capacity between London, the North of England and Scotland for both freight and passenger services; to include consideration of a new line with a high speed capability, and provision of capacity for more north – south rail freight movements;
• West Midlands/Manchester Capacity. Relief of congestion with new infrastructure in regional centres such as Birmingham and Manchester;
• Multimodal Studies. Development and of rail projects identified in the Multi-modal studies;

The press release issued by the Strategic Rail Authority on 14 January 2002.

STRATEGIC PLAN Briefing note for the East Midlands

 

(the area covered is that of the Government Office for the East Midlands – Derbyshire, Leicestershire, Lincolnshire, Northamptonshire, Nottinghamshire, Derby, Leicester, Nottingham and Rutland) Objectives of the Strategic Plan The Strategic Plan sets out the SRA’s plan to tackle the industry’s problems and its priorities for the short, medium and long to: restore stability in the industry, allowing performance to improve; deliver growth to meet the 10 Year Plan core targets of: – 50% increase in passenger kilometres – reduction in overcrowding which breaches the SRA’s s tandards – 80% increase in freight tonne-kilometres build a pipeline of projects at different stages of development against which contractors and suppliers can plan. The plan also meets where possible the SRA’s other priorities set by Government, including better integration with other transport modes, expansion of capacity, and promotion of the use of the railway network. The priorities have been developed taking into account dialogue with the Rail Passengers’ Committee for the Midlands, the East Midlands Regional Local Government Association and emda, Government Office for the East Midlands and local authorities within the region. The plan has also been informed by input to the following Multi Modal Studies: North South Movements in the East Midlands (M1 Study) A453 Nottingham – M1 West Midlands to East Midlands (W2EM) National schemes with benefits for the East Midlands Train Protection and Warning Systems A Company Neutral Revenue Support scheme to be introduced in 2002 for intermodal and ‘less than trainload’ markets Freight Facility Grants Freight Small Schemes Fund Rail Passenger Partnership Fund Incremental Outputs Statements for track & signalling and station enhancements Training through a National Rail Academy National Rail Performance Fund to improve reliability of services National Test Track to prove new rolling stock, before it is tested on the Railtrack network. A programme of improvements for passengers with disabilities to improve station access and special training for staff. PRINCIPAL PROJECTS FOR THE EAST MIDLANDS Developments for 2001 – 2002 Rolling stock 34 four-car CrossCountry Voyager trains to replace all loco-hauled services by May 2002. Progressive introduction of new trains during Autumn/Winter 2001/02, delivering extra services and greater reliability. Testing of first of 44 tilting five-car Super Voyager trains, which will deliver faster journey times. Service development Midland Main Line is currently undertaking a feasibility study into the potential for rail services to Corby. Stations and passenger facilities A Customer Service Academy will open in Derby, to provide customer service training for all MML staff. East Midlands Parkway station due to open by May 2003, consisting of 4 platforms and a minimum of 500 car parking spaces. A bus service will connect East Midlands Airport and the new station. RPP proposals RPP proposal Status Output Ilkeston Pre-qualified New station at Ilkeston South Nottinghamshire Rail Network Pre-qualified New rail services and stations in the Nottingham travel-to-work area IOS Infrastructure The SRA is supporting, subject to value for money tests, the following incremental improvements to the network in the East Midlands: IOS infrastructure scheme Main output Key requirement Expected completion date Manchester Piccadilly – New Mills Central Journey time improved journey times 2002 Hazel Grove – Furness Vale Capacity Additional trains to Furness Vale 2004-05 Manchester Airport – Nottingham via Stoke-on-Trent Capacity regular interval service, running earlier and later 2002 Crewe – Nottingham Journey time reduced journey time 2006-07 Nottingham – Sheffield Capacity 2 trains per hour at regular intervals (with 5 min flex) 2003-04 Beeston – Mansfield Junction Operational flexibility Ability to use goods lines for passenger traffic 2003-04 Sheffield – Lincoln Capacity Change to the signal box opening hours 2002 Developments 2002-2010 Service developments CrossCountry service frequencies increased from summer 2003 timetable on core routes, to approximately double the present frequencies, with standard ‘clock face’ timetables and shorter journey times. 3 additional MML services in each direction between Sheffield and London from May 2004. Performance improvements Profit sharing between MML and the SRA will begin from 2004; all payments due to the SRA will be reinvested in commensurate passenger benefits. Rolling stock 127 new 125 mph diesel vehicles to replace the present 100 mph MML Turbostar trains by 2005, giving a one third increase in total train capacity. Interior refurbishment of MML HSTs. Franchise negotiations The Central Trains franchise is due to expire in 2004. The SRA is looking at the possibility of a two year extension, aimed at achieving an early increase in capacity. SRA is negotiating a 2 year franchise extension with GNER to 2005 and details will be announced shortly. Essential requirements include: additional incentives for improved operational performance and customer satisfaction interior refurbishment of all existing IC225 and HST trains a programme of HST reliability modifications station improvements. Stations and passenger facilities £22m of enhancements to MML stations, including improvements to stations car parks, passenger information systems, ticketing information, passenger information regarding transport interchange facilities, and cycle storage facilities. Infrastructure improvements Completion of CrossCountry route infrastructure upgrade works at bottlenecks. WCML infrastructure upgrade and renewal works to deliver increased capacity, high fast and slow line speeds, improved reliability and performance. SRA is procuring design feasibility studies for potential infrastructure capacity enhancements that will be possible when equipment in the Trent (Nottingham and approaches) signalling area is renewed. SRA is procuring design feasibility studies for further elements of the ECML upgrade. SRA’s intention is to lead a Joint Venture company that will deliver an upgrade of passenger and freight capacity on the ECML. Improvements could include: Longer trains and platforms Remodelling of Peterborough station Development of alternative freight lines to provide increased and segregated capacity between: Peterborough and Doncaster via Lincoln Doncaster and York Northallerton and Ferryhill via Teeside Newcastle and Edinburgh, through provision of freight loops New bridge to take East-West services, which currently cross the ECML by a flat junction at Newark, over the ECML; removing this flat junction would improve capacity and reduce operational complexity. Capacity improvement works at Finsbury Park, Hitchin, Doncaster, Shaftholme, York, Newcastle and other locations. Freight Felixstowe – Nuneaton. Works to provide increased capacity and increased structure gauge clearances to allow rail to handle 9’6″ containers and European swapbodies more effectively, linking Felixstowe with the East and West Coast Main Lines, and reducing heavy lorry flows on the A14. Other freight schemes:- Mountsorrell – track and signalling charges to improve efficiency MML – additional freight capacity, including loops at Desborough A part of the ECML upgrade, further studies will be undertaken on improvements to handle longer (775m) trains and increased structure gauge clearance on the route. Channel Tunnel Rail Link (CTRL) CTRL Section Two extends the new rail link from Ebbsfleet under the Thames to St Pancras. Work commenced in 2001, and the route is expected to be open early in 2007. Works include: St Pancras remodelling, to accommodate Eurostar trains with an extended original train shed, and provide new platforms both for services using the Midland Main Line and domestic services from the CTRL Construction of a new sub-surface station box at St Pancras and a tunnel link to the Great Northern route at Belle Isle junction, North of Kings Cross. This will permit twelve car operation and allow Great Northern services to be integrated into the Thameslink network. Long Term (Beyond 2010) Beyond 2010, the role of the railways will become even more important, and the key network capacity issues will have to be addressed. In particular, this involves: High Speed Line. Additional capacity between London, the North of England and Scotland for both freight and passenger services; to include consideration of a new line with a high speed capability, and provision of capacity for more north – south rail freight movements; Kings Cross/St Pancras. Integrated development of the main line and Underground stations (and bus and taxi connections) as a ‘superhub;’ Multimodal Studies. Development of rail projects identified in the Multi-modal studies;

The press release issued by the Strategic Rail Authority on 14 January 2002.

Briefing note for Eastern England

(the area covered is that of the Government Office for Eastern England – Cambridgeshire, Peterborough, Norfolk, Suffolk, Hertfordshire, Essex, Southend-on-Sea, Thurrock, Bedfordshire and Luton)

Objectives of the Strategic Plan

The Plan sets out how the SRA intends to tackle the rail industry’s problems and priorities in the short, medium and long term to:

• restore stability in the industry, allowing performance to improve;

• deliver growth to meet the 10 Year Plan core targets of:

• build a pipeline of projects at different stages of development against which contractors and suppliers can plan.

The plan also meets where possible SRA’s other priorities set by Government, including better integration with other transport modes to expansion of capacity to promote the use of the railway network and encourage its use.

The priorities have been developed taking into account dialogue with the Rail Passengers’ Committee for Eastern England, the East of England Local Government Conference (the regional assembly) and EEDA, Government Office for Eastern England and local authorities within the region.

The SRA is contributing to the preparation of the Regional Transport Strategy for the East of England.

The SRA has participated in the following Multi Modal Studies (MMS):

• Cambridge – Huntingdon (A14) (CHUMMS)
• London – Ipswich (LOIS)
• London – South Midlands (LSMMS)
• A47 West of Norwich

National schemes with benefits for Eastern England region

 

• Train Protection and Warning Systems

• A Company Neutral Revenue Support schemes to be introduced in 2002 for intermodal and ‘less than trainload’ markets

• Freight Facility Grants

• Freight Small Schemes Fund

• Incremental Outputs statements for track and signalling and stations

• Rail Passenger Partnership Fund

• Training through a National Rail Academy

• National Rail Performance Fund to improve reliability of services

• Proposals for a National Test Track to prove new rolling stock, before it is tested on the Railtrack network;

• A programme of improvements for passengers with disabilities to improve station access and special training for staff.

PRINCIPAL PROJECTS FOR EASTERN ENGLAND

Developments 2001-2002

Service developments

• RPP funds are committed to deliver a new direct hourly Anglia Railways Norwich-Cambridge service, from October 2002, using high specification rolling stock. The service will be guaranteed to continue beyond the life of the present franchise.

• 4 further WAGN Bus Link schemes developed for 2001-02 implementation.

Performance improvement measures

• New Central Trains senior conductor depot at Birmingham Snow Hill and driver training programme to increase the number of Central Trains drivers.

Rolling stock

• All 76 new c2c Class 357 trains expected to be fully deployed by Spring 2002.

• Phase two Class 170 modification programme begun, to improve reliability of the Central Trains fleet.

• New air-conditioning units on 72 Central Trains Class 158 vehicles.

Stations and passenger facilities

• RPP-funded programme for secure bicycle parking at all Anglia stations (49) currently being implemented.

• Security enhancements at c2c station car parks.

• Enhanced disabled toilet and baby-changing facilities at key c2c stations.

• Enhanced customer information systems throughout the c2c franchise.

• An annual £200,000 expenditure programme for c2c station improvements, including improved station security and improved access to stations for people with disabilities; this programme runs for the duration of the franchise.

• Proposed improved walkway between Tower Hill and Fenchurch Street station.

• RPP funded improvements to Burnham-on-Crouch station facilities and environment

• RPP-funded improved station facilities, including passenger operated lifts, footbridge extension to provide direct access from car park and improved station access Witham station; works have already started.

• New waiting room at Cambridge station.

 

RPP schemes being evaluated

RPP proposal	Status	Output
Bury St Edmunds (Anglia)	pre-qualified	restoration of passenger-operated lifts, improved station forecourt
Diss station interchange (Anglia)	pre-qualified	upgrade of passenger facilities, including those for interchange and accessibility
Braintree (FGE)	initial proposal	line capacity improvements (platform extensions and passing loop) and improved access at Braintree Freeport
Finsbury Park Interchange	pre-qualified	expansion of the bus facility to improve interchange

 

IOS infrastructure in Eastern England

The SRA is supporting, subject to value for money tests, the following incremental improvements to the network:

IOS infrastructure scheme	Main output	Key requirements	Expected completion date
Norwich – Lowestoft (Anglia)	Capacity	2 trains per hour at regular intervals	2002
Ipswich – Peterborough (Anglia)	Capacity	one train per hour	2004-05
Ely – Norwich (Central Trains)	Capacity Operational flexibility	allow freight to run round at Brandon to enable regular interval passenger timetable to operate.	2004-05
St Pancras – Bedford (Thameslink)	Operational flexibility	ability for trains to cross between fast and slow lines at 50 mph between Cricklewood and Radlett	2004-05
Norwich – Great Yarmouth (Anglia)	Capacity	3 trains per hour at regular intervals	2005-06
Ipswich – Lowestoft (Anglia)	Capacity	one train per hour	2005-06
Benfleet (c2c)	Operational flexibility	raising capacity to eight trains per hour in the peak direction and four trains per hour in the contra-peak direction	2005-06
Barking (Silverlink)	Operational flexibility	signalling to handle more trains at gospel oak	2005-06
Peterborough – Stansted Airport (Central Trains)	journey time	raised line speeds for improved journey times	2006-07

Short term developments (up to 2005)

Service developments

• 3 additional Midland Main Line services in each direction between Sheffield and London from May 2004.

• RPP funded enhanced FGE Sunday services on the Sudbury and Southminster branches.

• Proposals to increase level of morning peak service in the Northern part of the Thameslink franchise being considered for Winter 2002

• Review of Thameslink timetable provision, to provide integrated service with South Central trains.

Performance improvements

• Profit sharing between MML and the SRA will begin from 2004; all payments due to the SRA will be reinvested in commensurate passenger benefits.

• £30m investment by Virgin West Coast in improving reliability, quality of passenger experience and maintenance provision.

• Acceleration of the renewal of signalling in the London Bridge area, which will allow increased flexibility in engineering possessions during implementation of the Thameslink 2000 project.

• Development of proposals by Thameslink for improved maintenance and stabling facilities.

Franchise negotiations

SRA is negotiating a 2 year franchise extension with GNER to 2005 and details will be announced shortly. Essential requirements include:

Rolling stock

• 127 new 125 mph diesel vehicles to replace the present 100 mph MML Turbostar trains by 2005, giving a one third increase in total train capacity.

• Interior refurbishment of MML HSTs.

• 53 nine-car, tilting VWC Pendolino trains and being constructed by Alstom

• VWC Frequency improvements (e.g. 2 trains per hour London to Manchester; three trains per hour London to Birmingham).

• Slam-door FGE Class 312 train to be completely replaced by 30 June 2003 with 21 new four-car Class 360 trains, in order to reduce overcrowding between Braintree and Liverpool Street. A major RPP bid, led by Essex County Council, has been made for this scheme.

Infrastructure improvements

• SRA is procuring design feasibility studies for further elements of the ECML upgrade.

• SRA’s intention is to lead a Joint Venture company that will deliver an upgrade of passenger and freight capacity on the ECML. Improvements could include:

• SRA is co-funding, with local authorities at the southern end of the route, the WCML Fast Lines Economic Study, now in progress, which is assessing capacity issues and their possible solutions.

Stations and passenger facilities

• £22m of enhancements to MML stations, including improvements to stations car parks, passenger information systems, ticketing information, passenger information regarding transport interchange facilities, and cycle storage facilities.

• RPP funded 700 new secure cycle spaces, at a number of key FGE stations.

• Silverlink Metro to open new telephone lines providing route and timetable information.

• The “Capability” project will be rolled out, following a trial at St. Albans. This project is designed to enable Thameslink staff to react more readily, and with authority, to customers’ needs.

Medium Term Developments 2006-2010

Thameslink 2000

The Thameslink 2000 scheme is a major project subject to a contract between Railtrack and the SRA. It is dependent upon on the conclusions of a Transport and Works Act inquiry, the hearings of which ended in May 2001. If approved by the Secretary off State, the SRA expects to start in 2003, and to be completed in 2008. Principal outputs would be as follows:

• Capacity to enable 24 trains per hour in each direction between Kings Cross and Blackfriars in peak periods, 18 of which would serve London Bridge
• Platform extensions to accommodated 12-car trains on most of the routes intended to be used by Thameslink 2000 services, considerably increasing capacity, and reducing overcrowding
• Linking of the Great Northern route into the central Thameslink section, increasing through journey and interchange opportunities, and thus relieving not only the existing Thameslink catchment areas and services on the Great Northern, but also major London interchanges, by offering more through destinations to and from South of London.

• Longer platforms at Letchworth station, to accommodate 12-car trains.
• Extra-RPP funded car parking at Waterbeach station.

 

West Anglia Route Modernisation

The West Anglia route is seen considerable growth and is now capacity constrained. Renewal is in progress, and the section between Bethnal Green and Hackney Downs was recently completed. An enhancement programmes is being developed. Consultations have reported to the SRA on options for upgrading, for which the various economic cases are now being tested. The SRA is negotiating details of funding with BAA, whose Stansted Airport drives much of the West Anglia’s route’s projected traffic; traffic at the airport is rapidly expanding. The SRA has contracted with Railtrack for initial design and costing on certain options, and for provision to be made for possible enhancement as renewals are carried out. The programme includes:

• four tracks Tottenham Hale – Brimsdown
• additional platforms and Liverpool Street station
• additional capacity at Cambridge station
• line speed improvements
• extended hours for services to Stansted Airport, and capacity enhancements at Stansted Airport station
• making signalling compatible with potential new rolling stock
• development of services to Stratford.

 

Freight

Felixstowe – Nuneaton. Works to provide increased capacity and increased structure gauge clearances to allow rail to handle 9’6″ containers and European swapbodies more effectively, linking Felixstowe with the East and West Coast Main Lines, and reducing heavy lorry flows on the A14. This strategy will also release capacity on the busy Great Eastern Main Line between Ipswich, Colchester and London, as well as on the southern end of the West Coast Main Line.

The SRA also intends to increase the structure gauge clearannce on the Great Eastern Main Line Between Ipswich and Stratford and to provide greater clearances and more capacity on the freight routes from Thameside ports in Essex.

A part of the ECML upgrade, further studies will be undertaken on improvements to handle longer (775m) trains and increased structure gauge clearance on the route.

 

Channel Tunnel Rail Link (CTRL)

CTRL Section Two extends the new rail link from Ebbsfleet under the Thames to St Pancras. Work commenced in 2001, and the route is expected to be open early in 2007. Works include:

Long Term (Beyond 2010)

Beyond 2010, the role of the railways will become even more important, and the key network capacity issues will have to be addressed. In particular, this involves:

• High Speed Line. Additional capacity between London, the North of England and Scotland for both freight and passenger services; to include consideration of a new line with a high speed capability, and provision of capacity for more north – south rail freight movements;
• Kings Cross/St Pancras. Integrated development of the main line and Underground stations (and bus and taxi connections) as a ‘superhub;’
• Multimodal Studies. Development of rail projects identified in the Multi-modal studies;

The press release issued by the Strategic Rail Authority on 14 January 2002.

Briefing note for the North East

(the area covered by Govt. Office for the North East – Northumberland, Tyne & Wear, Durham, Darlington, Hartlepool, Middlesbrough, Redcar and Cleveland and Stockton-on-Tees)

Objectives of the Strategic Plan

The Plan sets out how the SRA intends to tackle the rail industry’s problems and priorities in the short, medium and long term to:

• restore stability in the industry, allowing performance to improve;

• deliver growth to meet the 10 Year Plan core targets of:

• build a pipeline of projects at different stages of development against which contractors and suppliers can plan.

The plan also meets where possible SRA’s other priorities set by Government, including better integration with other transport modes, expansion of capacity and promotion of the use of the railway network.

The priorities have been developed taking into account dialogue with the Rail Passengers’ Committee for North East England, the Association of North East Councils and One NorthEast (the regional assembly and RDA), Government Office for the North East and local authorities within the region.

The SRA contributed to the preparation of Regional Planning Guidance for the North East which is expected to be issued in early 2002, as well as the preparation of the RTS currently underway.

The SRA has participated in the following Multi Modal Studies (MMS):

• Tyneside Area Multi Modal Study (TAMMS)
• A1 North of Newcastle.

National schemes with benefits for the North East region

• Train Protection and Warning Systems

• A Company Neutral Revenue Support schemes to be introduced in 2002 for intermodal and ‘less than trainload’ markets

• Freight Facility Grants

• Freight Small Schemes Fund

• Incremental Outputs statements for track and signalling and stations

• Rail Passenger Partnership Fund

• Training through a National Rail Academy

• National Rail Performance Fund to improve reliability of services

• Proposals for a National Test Track to prove new rolling stock, before it is tested on the Railtrack network.

• A programme of improvements for passengers with disabilities to improve station access and special training for staff.

PRINCIPAL PROJECTS FOR THE NORTH EAST

Developments 2001-2002

Service developments

• The Railtrack-Nexus PPP is to deliver the Sunderland Direct extension of the Tyne and Wear metro, with funding contributions from DTLR and the European Regional Development Fund:

Rolling stock

• 34 four-car CrossCountry Voyager trains to replace all loco-hauled services by May 2002. Progressive introduction of new trains during Autumn/Winter 2001/02, delivering extra services and greater reliability. Testing of first of 44 tilting five-car Super Voyager trains, which will deliver faster journey times.

Performance improvements

• Draft enforcement order made against Arriva Trains North, and further incentives put in place, to restore and improve train services.

 

RPP proposals

The following RPP proposals are currently being assessed:

RPP proposal	Status	Output
Ashington, Blyth and Tyne	pre-qualification	2 trains per hour between Newcastle Central and Ashington Central, calling at Bedlington, Newsham and Backworth
Leamside Lane	pre-qualification	re-opening of the Leamside line with three new stations
Durham Coast Line – Phase II	pre-qualification	four new stations and the extension of half-hourly services beyond Hartlepool to Middlesbrough
Tees-Tyne Express	pre-qualification	direct service between Middlesbrough and Newcastle with a journey time of less then one hour

 

 

 

IOS stations

ATN has 49 stations eligible for upgrading to provide modern facilities. All works are due to be completed by the end of 2004.

IOS infrastructure in the North East

The SRA is supporting, subject to value for money tests, the following incremental improvements to the network:

IOS infrastructure scheme	Main output	Key requirement	Expected completion date
Sunderland to Middlesbrough	capacity	fast service achieved by extension of existing Hartlepool service to Middlesbrough	2005 – 06
Newcastle to Carlisle	capacity	provision of a new turnback and bay platform at Hexham, and associated works, to allow additional services	2006 – 07

Short Term Developments 2002-2005

Service developments

• CrossCountry: frequencies increased from summer 2003 timetable on core routes, to approximately double the present frequencies, with standard ‘clock face’ timetables and shorter journey times

Rolling stock

• Extension of ATN’s franchise to February 2003 brought a commitment to procure eighteen additional vehicles.

Franchise negotiations

SRA is negotiating a 2 year franchise extension with GNER to 2005, and details will be announced shortly. Essential requirements include:

TransPennine Express: in September 2001, the SRA was requested by Secretary of State to proceed towards the final stage of the letting of this franchise. Formal consultations with the 5 PTEs, which have the statutory right to specify services in their respective regions, were completed last year. 3 shortlisted counterparties will shortly be invited to submit revised proposals, taking into consideration any additional requirements emerging from the consultation process. It is intended that the new franchise will be awarded later this year, to commence early next year. The new franchise will look at opportunities for new rolling stock and depot facilities; more frequent express services on key routes; and addition of new destinations to the TPE network.

Northern franchise

The present North East franchise operated by ATN, which expires in February 2003, will be grouped with the North Western franchise, and a new Northern franchise created, with separate business units to improve local accountability; expressions of interest in the new franchise have been invited, and tendering will occur early this year. TransPennine Express will be separated from the services currently run by ATN and First North Western.

Stations and passenger facilities

• RPP-funded improved passenger information at stations between Hexham and Carlisle.

• The SRA is funding 462 additional cycle parking spaces at 21 railway stations throughout the Tees Valley area.

Infrastructure enhancements

• Completion of CrossCountry infrastructure upgrade works at bottlenecks.

• SRA is procuring design feasibility studies for further elements of the ECML upgrade and plans to lead a Joint Venture company that will deliver an upgrade of passenger and freight capacity on the ECML. Improvements could include:

• longer trains and platforms
• remodelling of Peterborough station
• development of alternative freight lines to provide increased and segregated capacity between:
• • Peterborough and Doncaster via Lincoln
  • Doncaster and York
  • Northallerton and Ferryhill via Teeside
  • Newcastle and Edinburgh, through provision of freight loops
• new bridge to take East-West services, which currently cross the ECML by a flat junction at Newark, over the ECML; removing this flat junction would improve capacity and reduce operational complexity.
• capacity improvement works at Finsbury Park, Hitchin, Doncaster, Shaftholme, York, Newcastle and other locations.

Freight

The ECML upgrade will yield significant benefits for freight traffic to and from the North East, and includes feasibility studies to handle longer (775m) trains and larger (9’6″ containers and 2.6m wide European intermodal units with an enlarged structure gauge. Plans are also being developed to create additional paths for freight trains on the NE/SW route, the core section of which is Doncaster – Bristol.

Long Term (Beyond 2010)

Beyond 2010, the role of the railways will become even more important, and the key network capacity issues will have to be addressed. In particular, this involves:

• High Speed Line. Additional capacity between London, the North of England and Scotland, for both freight and passenger services; to include consideration of a new line with a high speed capability, and provision of capacity for more north – south rail freight movements;
• Kings Cross/St Pancras. Integrated development of the main line and Underground stations (and bus and taxi connections) as a ‘superhub;’
• Multimodal Studies. Development of rail projects identified in the Multi-modal studies;

The press release issued by the Strategic Rail Authority on 14 January 2002.

Briefing Note for the South West

(The area covered is that of Government Office South West – Gloucestershire, South Gloucestershire, Wiltshire, Swindon, Dorset, Poole, Bristol, South Gloucestershire, North Somerset, Bath & N.E. Somerset, Somerset, Devon, Torbay, Plymouth and Cornwall).

Objectives

The Plan sets out how the SRA intends to tackle the rail industry’s problems and priorities in the short, medium and long term to:

• restore stability in the industry, allowing performance to improve;

• deliver growth to meet the 10 Year Plan core targets of:

• 50% increase in passenger kilometres
• reduction in overcrowding which breaches the SRA’s standards
• 80% increase in freight tonne-kilometres.

• build a pipeline of projects at different stages of development against which contractors and suppliers can plan.

The plan also meets where possible SRA’s other priorities set by Government, including better integration with other transport modes, expansion of capacity and promotion of the use of the railway network.

The plan also meets where possible the SRA’s other priorities set by Government, including better integration with other transport modes to expansion of capacity to promote the use of the railway network and encourage its use. The priorities have been developed taking into account discussions with the Rail Passengers Committee for Western England, the South West Regional Assembly, the South West of England RDA, Government Office South West, and local authorities within the region. The SRA contributed to the preparation of Regional Planning Guidance, issued in September 2001, and will contribute to the review proposed in 2003. The SRA has also participated in SWARMMS, the London to South West and South Wales Multi Modal Study.

National schemes with benefits for the South West:

• Train Protection and Warning Systems

• A Company Neutral Revenue Support schemes to be introduced in 2002 for intermodal and ‘less than trainload’ markets

• Freight Facility Grants

• Freight Small Schemes Fund

• Incremental Outputs statements for track and signalling and stations

• Rail Passenger Partnership Fund

• Training through a National Rail Academy

• National Rail Performance Fund to improve reliability of services

• Proposals for a National Test Track to prove new rolling stock, before it is tested on the Railtrack network

• A programme of improvements for passengers with disabilities to improve station access and special training for staff.

The principal projects for the South West are set out below.

Short Term Developments (to 2005)

• 14 new 5-car Adelante trains with 200 kph capability to be introduced by First Great Western during 2002 for services between London, Bristol and South Wales;

• New Voyager trains for Virgin’s Cross Country services from Scotland, the North of England and the Midlands via Birmingham, Gloucester, Bristol, Exeter and Plymouth, as well as to and from Bournemouth via Reading. Introduction of Super Voyager tilting trains. Progressive upgrade of 60% of the cross country network to 180 kph or more;

• Plans have been developed to refurbish part of the HST fleet to provide a quality regular service from Birmingham, Cheltenham and Gloucester via the Stroud Valley to Swindon and London Paddington;

• A £2.8m freight facilities grant has been made for aggregates from the Mendips to a depot at Colnbrook in West London, now being developed at a total cost of £4.76m;

• Freight capacity improvements planned between Bristol and Doncaster;

• Elimination of Mark I slam door coaches from services to Bournemouth and Weymouth by the end of 2004, with safety benefits and better accessibility for passengers with disabilities;

• Increased capacity at Filton Junction to allow parallel train movements for Cardiff services through the junction;

• Increased capacity by restoring double track between Worle Junction and Weston-super-Mare, with parallel train movements through the junction at Worle;

• Provide greater operational flexibility at Bath Spa, Exeter St Davids, Exmouth Junction and between Totnes and Plymouth;

• New station at Corsham (£2.4m);

• Reinstating the connection with the Swanage Railway near Wareham, to provide through services between Bournemouth and Swanage (£16.6m)

• Station and interchange improvements at four stations on the Tamar Valley Line and at Liskeard, Bodmin Parkway and Redruth, funded by the Rail Passenger Partnership scheme;

• Wessex Trains has 42 stations eligible for upgrading to provide modern facilities. All works are due to be completed by the end of 2004.

• Bristol area capacity study to look at requirements of light rail between Temple Meads and Filton Junction, as well as other capacity improvements for heavy rail services;

Medium Term Developments (up to 2005)

• Infrastructure improvements between Reading and Didcot in conjunction with signalling renewals and development of the key freight route between Southampton and the West Midlands;

• Development of proposals for upgrading the rest of the Great Western Main Line;

• Further work to develop proposals for increasing capacity on the Salisbury – Exeter line to provide a more frequent service between Waterloo and Exeter;

• Gauge clearance feasibility study for larger containers on the GWML to Bristol, and possibly to Exeter/Plymouth;

• Provide extra signal sections for greater capacity in Cornwall between St Germans and Liskeard, Probus and Burngullow, Bodmin Parkway, Truro – Roskear;

• Journey time improvements between Exeter and Barnstaple (to permit hourly clockface departures from each end of the line);

• Capacity improvements for services between Bristol and Portsmouth Harbour, with new turnback facilities at Southampton Central for local trains;

• Feasibility study on improved gauge clearance work on the GW Main Line to Bristol, and, depending on results, to Exeter/Plymouth .

Long Term (Beyond 2010)

Beyond 2010, the role of the railways will become even more important, and the key network capacity issues will have to be addressed. In particular, this involves:

• Great Western Main Line. Development of plans, linked with track and signalling renewal for the routes from London Paddington to South Wales and the West of England;
• Rail/air. Further development of airport links, particularly at Heathrow (Airtrack) airport;
• Crossrail. ‘Regional Express’ cross-city schemes such as the London Crossrail project, being developed jointly with TfL. Similarly, work will continue on the Merton – Hackney route in London.
• Multimodal Studies. Development and implementation of rail projects identified as required in the Multi-modal studies.

The press release issued by the Strategic Rail Authority on 14 January 2002.

the area covered is that of the Government Office for West Midlands – West Midlands, Shropshire, Telford and Wrekin, Staffordshire, Stoke-on-Trent, Warwickshire, Worcestershire and Herefordshire)

Objectives of the Strategic Plan

The Plan sets out how the SRA intends to tackle the rail industry’s problems and priorities in the short, medium and long term to:

• restore stability in the industry, allowing performance to improve;
• deliver growth to meet the 10 Year Plan core targets of:
  

  – 50% increase in passenger kilometres
  – reduction in overcrowding which breaches the SRA’s s tandards
  – 80% increase in freight tonne-kilometres

• build a pipeline of projects at different stages of development against which contractors and suppliers can plan.

The plan also meets where possible SRA’s other priorities set by Government, including better integration with other transport modes, expansion of capacity, and promotion of the use of the railway network.

The priorities have been developed taking into account dialogue with the Rail Passengers’ Committee for the Midlands, the West Midlands Regional Chamber and Regional Assembly and Advantage West Midlands, Government Office for West Midlands, Centro and local authorities within the region.

The SRA is contributing to the preparation of the Regional Transport Strategy for the West Midlands.

The SRA has participated in the following Multi Modal Studies (MMS):

• West Midlands Area MMS (WMAMMS)
• West Midlands to North West Conurbation Study (SEMMS)

National schemes with benefits for the West Midlands

• Train Protection and Warning Systems
• A Company Neutral Revenue Support schemes to be introduced in 2002 for intermodal and ‘less than trainload’ markets
• Freight Facility Grants
• Freight Small Schemes Fund
• Incremental Outputs statements for track and signalling and stations
• Rail Passenger Partnership Fund
• Training through a National Rail Academy
• National Rail Performance Fund to improve reliability of services
• Proposals for a National Test Track to prove new rolling stock, before it is tested on the Railtrack network;
• A programme of improvements for passengers with disabilities to improve station access and special training for staff.

PRINCIPAL PROJECTS FOR THE WEST MIDLANDS

Developments 2001-02

Service developments

• Improved Central Trains Birmingham New Street timetable from 2002.

Rolling stock

• Birmingham is the focal point for Virgin’s CrossCountry services. 34 four-car CrossCountry Voyager trains will replace all loco-hauled services by May 2002. Progressive introduction of new trains during Autumn/Winter 2001/02, will deliver extra services and greater reliability.
• A number of existing CrossCountry HST trains are likely to be re-engineered and refitted to operate as high performance five-car trains on new Birmingham-Gloucester-Paddington through services.
• Testing of first of 44 tilting five-car Super Voyager trains, which will deliver faster journey times.
• 53 nine-car, 140 mph, tilting VWC Pendolino trains are being constructed by Alstom.
• Central Trains phase two Class 170 modification programme begun, to improve reliability of the fleet.
• New air-conditioning units on 72 Central Trains Class 158 vehicles.
• Modifications to FNW Class 323, 142 and 150 trains to enable staff to carry out enhanced on train customer care and revenue protection duties.

Performance improvements

• VWC: £30m investment in improving reliability, quality of passenger experience and maintenance provision
• VWC: 125 mph operation (present top speed is 110 mph) by May 2003, giving reduced journey times
• New Central Trains Senior Conductor depot at Birmingham Snow Hill, driver training programme to increase the number of Central Trains drivers.

Franchise negotiations

An interim Chiltern franchise agreement took effect from April 2001, to ensure progress whilst a new franchise for up to 20 years is contractualised. The interim agreement commits Chiltern to:

• 7 extra class 168 vehicles to come into service in summer 2002
• tougher incentive regime – including penalties for falling below 83% on the SRA’s Public Performance Measure
• M40 Trains, working with Railtrack and its contractors, to proceed on costings, design and development of schemes which will be committed in the new franchise agreement
• trial refurbishment of a class 165 to gauge passenger reaction.

Stations and passenger facilities

• Station to serve Birmingham ICC being examined (see below)
• New stations at Rubery and Frankley being examined (see below)
• Station reconstruction at Rugby.
• New ticket shop at Stoke-on-Trent station.
• Redecoration of toilets at twelve Central stations and renovation of toilets at a further four stations.
• Nuneaton lifts currently being upgraded for passenger use.
• RPP-funded permanent ticket office at Ludlow.

Infrastructure improvements

• Completion of CrossCountry infrastructure upgrade works at bottlenecks.

RPP proposals
The following RPP proposals are being assessed:

RPP proposal	Status	Output
Birmingham – Stratford-upon-Avon semi-fast	pre-qualification	Provision of seven additional return services between Birmingham and Stratford-upon-Avon per day
Birmingham International Convention Centre	pre-qualification	New station at ICC Birmingham
Frankley extension	pre-qualification	Extend Cross-City services to new stations at Rubery and Frankley

IOS schemes in the West Midlands

The SRA is supporting, subject to value for money tests, the following incremental improvements to the network:

IOS infrastructure scheme	Main output	Key requirements	Expected completion date
Manchester Airport – Nottingham via Stoke-on-Trent	Capacity	Regular interval service, running earlier and later	2002
Longbridge – Blake Street	Capacity	Increase the Birmingham Cross-City service to six trains per hour between Blake Street and Longbridge	2002
Chester – Shrewsbury	journey time	Regular interval timetable with reduced journey times.	2002
Birmingham New Street – Bromsgrove – Worcester – Hereford	operational flexibility	Provide for Birmingham to Cheltenham via Worcester trains to run via Worcester Foregate Street in both directions	2003 – 04
Birmingham New Street – Bromsgrove – Worcester – Hereford	operational flexibility	Space for 4 x 23m car trains to use Birmingham bound platform at Bromsgrove	2003 – 04
Stourbridge Junction	Capacity	New 4-car bay platform to provide; a total of 6 trains per hour between Birmingham Snow Hill and Stourbridge Junction; allow a minimum of 4 trains per hour to arrive and turn back	2004 – 05
Stratford-upon-Avon	operational flexibility	Ability for passenger trains to arrive and depart from the second platform	2004 – 05
Kidderminster	operational flexibility	Ability to turn around a four car set on arrival from Birmingham	2004 – 05
Droitwich – Worcester Foregate Street	operational flexibility	Provide four-minute headways between Droitwich Spa and Worcester	2005 – 06
Crewe – Nottingham	journey time	Reduced journey time	2006-07
Grand Junction to St Andrew’s Junction	operational flexibility	Raise the current 15 mph speed limit to 25 mph	2005-06

Medium Term Developments 2002 – 2005

Service developments

• CrossCountry frequencies increased from summer 2003 timetable on core routes, to approximately double the present frequencies, with standard ‘clock face’ timetables and shorter journey times.
• Frequency improvements on VWC (e.g. 2 trains per hour London to Manchester; three trains per hour London to Birmingham).

Franchise negotiations

• The Central Trains franchise is due to expire in 2004. The SRA is looking at the possibility of a two year extension, aimed at achieving an early increase in capacity
• The present FNW franchise expires in 2004. Services will then move into one of three new franchises:
  • the Northern franchise, with separate business unites to improve local accountability. Expressions of interest have been invited, and tendering will occur early this year.
  • the TranPennine Express franchise, to focus on longer distance fast services and links to Manchester International Airport.
  • the Wales and Borders franchise, which is to be tendered early this year.

Stations and passenger facilities

• Birmingham Moor Street station to be expanded.

Infrastructure improvements

• WCML Infrastructure upgrade and renewal works to deliver increased capacity, higher line speeds, improved reliability and performance. Remodelling and resignalling on the North Staffordshire route, for higher speeds and reliability.

West Midlands capacity study

The SRA, in partnership with Railtrack, Centro, the Government Office for the West Midlands and Birmingham City Council, published the West Midlands Capacity Study in 2001. The capacity study gives an outline programme of two phases of works that could improve network capacity in the West Midlands for passengers and freight.

The SRA is funding freight-specific works, which are essential for the achievement of the target of 80% growth in freight by 2010. These works will also deliver some limited additional passenger benefits. On the passenger side, in conjunction with regional partners, we shall be developing the strategy further, and examining value for money and affordability issues.

At present, the SRA does not believe that sufficient funding will be available to support implementation of the overall Phase One works involved before 2010. Subject to clarifying value for money issues, the position could change if increased funding were to be made available.

The passenger upgrade works proposed by the capacity study would be substantial. If approved, Phase One would take five to seven years to build, and would provide capacity for doubling train seats available, through a series of infrastructure enhancements. On a similar basis, Phase Two would be deliverable in around ten to twelve years, and would further double capacity, through a major upgrade of the Coventry – Wolverhampton corridor.

West Midlands freight capacity works

Southampton – West Midlands Felixstowe – Nuneaton. Works to provide increased capacity and increased structure gauge clearances to allow rail to handle 9’6″ containers and European swapbodies more effectively, linking the two largest container ports in Britain with the West Midlands.

West Midlands network.
The SRA intends to develop and implement the following:

• Network capacity to give, in aggregate, a 50% increase in freight paths on the North East
  – South West and North – South corridors across the West Midlands
• Improved train length and gauge clearance capability on these corridors

This project would provide capacity across the full West Midlands network to meet projected growth in demand for freight over the next 10 years, and a network of gauge-cleared routes to link the strategic Felixstowe – Nuneaton and Southampton – West Midlands axes. This project develops schemes proposed by the West Midlands Capacity Study, and would have synergies with any future implementation of other schemes from that Study.

Developments 2001 – 2002

• Feasibility work in progress on Walsall – Stourbridge reopening (for North East of England/Bescot – South West of England flows)
• Feasibility work in progress on the Water Oton corridor enhancement (for North – South, North East – South West and Birmingham area flows)
• Feasibility work on Sutton Park Line upgrade (for North – South, North East – South West and Birmingham area flows)
• Feasibility work to in progress on Birmingham – Wolverhampton signalling headways (for North – South and Birmingham area flows)

Developments 2002 – 2005

Outputs	Expected completion date
Water Orton corridor remodelling and signalling.	2004 – 05
Walsall – Stourbridge reopening.	2004 – 05
Sutton Park line upgrade.	2005

Developments 2005 – 2010

Outputs	Expected completion date
Birmingham – Wolverhampton signalling headways.	2006

Other Schemes	Developments 2002 – 2005	Developments 2005 – 2010
Midland Main Line: incremental capacity	Bolt-on enhancements during the Trent Power Signal Box renewal project Freight loops at Desborough	Provision of minimum two paths per hour for freight on all route sections
West Coast: capacity for freight growth North of Crewe	Enhancement to enable freight levels to grow when passenger service levels are increased under WCRM	Enhancement to created through paths North and South of Crewe
North East – South West axis	Additional feasibility work to see what could be delivered before 2005	Provisions of a minimum two paths per hour for freight between Bristol and Doncaster

Long Term (Beyond 2010)

Beyond 2010, the role of the railways will become even more important, and the key network capacity issues will have to be addressed. In particular, this involves:

• High Speed Line. Additional capacity between London, the North of England and Scotland for both freight and passenger services; to include consideration of a new line with a high speed capability, and provision of capacity for more north – south rail freight movements;
• West Midlands/Manchester Capacity. Relief of congestion with new infrastructure in regional centres such as Birmingham and Manchester;
• Multimodal Studies. Development and of rail projects identified in the Multi-modal studies;

The press release issued by the Strategic Rail Authority on 14 January 2002.

(the area covered is that of Government Office for Yorkshire and the Humber – North Yorkshire, East Riding of Yorkshire, City of York, West Yorkshire, South Yorkshire, North East Lincolnshire and North Lincolnshire)

Objectives of the Strategic Plan

The Plan sets out how the SRA intends to tackle the rail industry’s problems and priorities in the short, medium and long term to:

• restore stability in the industry, allowing performance to improve;
• deliver growth to meet the 10 Year Plan core targets of:
  

  – 50% increase in passenger kilometres
  – reduction in overcrowding which breaches the SRA’s standards
  – 80% increase in freight tonne-kilometres

• build a pipeline of projects at different stages of development against which contractors and suppliers can plan.

The priorities have been developed taking into account dialogue with the Rail Passengers’ Committee for North Eastern England, the Yorkshire and Humber Regional Assembly and Yorkshire Forward (the RDA), Government Office for Yorkshire and the Humber and local authorities within the region.

The SRA contributed to the preparation of Regional Planning Guidance for Yorkshire and the Humber, issued in October 2001.

The SRA has participated in the following Multi Modal Studies (MMS):

• South and West Yorkshire Multi Modal Study (SWYMMS)
• Hull East West Corridor (HUMMS).

National schemes with benefits for Yorkshire and the Humber

• Train Protection and Warning Systems
• A Company Neutral Revenue Support schemes to be introduced in 2002 for intermodal and ‘less than trainload’ markets
• Freight Facility Grants
• Freight Small Schemes Fund
• Incremental Outputs statements for track and signalling and stations
• Rail Passenger Partnership Fund
• Training through a National Rail Academy
• National Rail Performance Fund to improve reliability of services
• Proposals for a National Test Track to prove new rolling stock, before it is introduced on the Railtrack network.
• A programme of improvements for passengers with disabilities to improve station access and special training for staff.

PRINCIPAL PROJECTS FOR YORKSHIRE AND THE HUMBER

Developments 2001-2002

Service developments

Rolling stock

• 34 four-car CrossCountry Voyager trains to replace all loco-hauled services by May 2002. Progressive introduction of new trains during Autumn/Winter 2001/02, delivering extra services and greater reliability. Testing of first of 44 tilting five-car Super Voyager trains, which will deliver faster journey times.

Performance improvements

• Draft enforcement order made against Arriva Trains Northern, and further incentives put in place, to restore and improve train services.

Stations and passenger facilities

• The SRA has contributed development funding for a programme of improvements at Sheffield station, which are the subject of a Rail Passenger Partnership bid.
• · RPP-funded redevelopment of Thornaby station (including new staffed station building).

Infrastructure improvements

• ‘Leeds First’ project, phase 1a of the ECML upgrade, will be completed, comprising resignalling, additional track and platform capacity, a new station roof, customer information systems, and a new footbridge with lifts and escalators.
• CrossCountry: completion of infrastructure upgrade works at bottlenecks.
• SRA is procuring design feasibility studies for further elements of the East Coast Main Line upgrade.

Rail Passenger Partnership proposals

The following RPP proposals are currently being assessed:

RPP proposal	Status	Output
Sheffield station	Pre-qualified	Redevelopment and refurbishment of Grade II listed station & environs, better integration with Supertram, local bus network & city centre
North East Yorkshire Rail Scheme	Revised bid expected	Two new railway stations and a regular service between Strensall, Haxby and York

IOS infrastructure

The SRA is supporting, subject to value for money tests, the following incremental improvements to the network:

IOS infrastructure scheme	Main output	Key requirement	Expected completion date
Nottingham – Sheffield	Capacity	2 trains per hour at regular intervals	2003-04
Sheffield to York	operational flexibility	upgrade the Monkhill Goods line to passenger status, allowing new through services	2005-06

Short Term Developments 2002-2005

Service developments

• CrossCountry: frequencies increased from summer 2003 timetable on core routes, to approximately double the present frequencies, with standard ‘clock face’ timetables and shorter journey times.
• 3 additional Midland Main Line services in each direction between Sheffield and London from May 2004.
• MML: extension of London – Sheffield services to provide hourly trains to and from Leeds between 0700 and 1900 from May 2004.

Rolling stock

• 127 new 125 mph diesel vehicles to replace the present 100 mph MML Turbostar trains by 2005, giving a one third increase in total train capacity.
• Interior refurbishment of MML HSTs.
• Provision of MML depot in Yorkshire.
• Metrotrain RPP bid for eight additional Class 333 trailer cars (on an existing Class 333 fleet of 48 vehicles) and platform extensions on the Leeds – Doncaster line has been approved.
• Funding for another eight new class 33 trailer cars approved, and for leasing an additional ten vehicles, the former Airedale and Wharefdale services, the latter for routes in West and South Yorkshire.

Performance improvements

• Profit sharing between MML and the SRA will begin from 2004; all payments due to the SRA will be reinvested in commensurate passenger benefits.

Franchise negotiations

• TransPennine Express: in September 2001, the SRA was requested by Secretary of State to proceed towards the final stage of the letting of this franchise. Formal consultations with the 5 PTEs, which have the statutory right to specify services in their respective regions, were completed last year. 3 shortlisted counterparties will shortly be invited to submit revised proposals, taking into consideration any additional requirements emerging from the consultation process. It is intended that the new franchise will be awarded later this year, to commence early next year. The new franchise will look at opportunities for new rolling stock and depot facilities; more frequent express services on key routes; and addition of new destinations to the TPE network, as well as continuing design development work on Calder Valley upgrade.
• SRA is negotiating a 2 year franchise extension with GNER to 2005 and details will be announced shortly. Essential requirements include:
  • additional incentives for improved operational performance and customer satisfaction
  • interior refurbishment of all existing IC225 and HST trains
  • a programme of HST reliability modifications
  • station improvements.

Stations and passenger facilities

• £22m of enhancements to MML stations, including improvements to stations car parks, passenger information systems, ticketing information, passenger information regarding transport interchange facilities, and cycle storage facilities.
• Sheffield station – SRA has contributed funding for development work on major improvements to Sheffield station. The Government’s 2002-03 Local Transport Settlement includes £7.65m for improved pedestrian access to, and facilities at, the station.

Infrastructure improvements

ECML Upgrade: SRA’s intention is to lead a Joint Venture company that will deliver an upgrade of passenger and freight capacity on the ECML. Improvements could include:

• Longer trains and platforms
• Remodelling of Peterborough station
• Development of alternative freight lines to provide increased and segregated capacity between:
  • Peterborough and Doncaster via Lincoln
  • Doncaster and York
  • Northallerton and Ferryhill via Teeside
  • Newcastle and Edinburgh, through provision of freight loops
• New bridge to take East-West services, which currently cross the ECML by a flat junction at Newark, over the ECML; removing this flat junction would improve capacity and reduce operational complexity.
• Capacity improvement works at Finsbury Park, Hitchin, Doncaster, Shaftholme, York, Newcastle and other locations.
• ATN will gain spin-off benefits from the MML and ECML upgrades

Freight

The South Humberside Main Line currently handles approximately 20% of all UK rail freight tonnage. Improved capacity and speeds will consequently benefit a wide range of freight customers. Improvements on the capacity-constrained Hope Valley line will provide more freight paths, faster transits and greater reliability, which also provide benefits for passenger operators. Improvements at Doncaster will also take place to accommodate longer freight trains.

The SRA intends to develop and implement the following:

• Increase in the availability of freight paths in the order of 30% to/from ports at Immingham, Grimsby, and Killingholme
• Increase in speeds for freight trains between Doncaster and Immingham
• Reopening of the Wrawby Junction – Brigg – Gainsborough route to add capacity to and from the South Humberside area
• Incremental improvements to capacity, speed and route availability for freight trains on the Hope Valley line between Sheffield and Manchester
• Gauge clearance to W10 or W12 on the North TransPennine Route between Leeds and Manchester, including connections to ports and terminals

Freight Developments 2002 – 2005

Outputs	Expected completion date
Wrawby Junction – Gainsborough reopening.	2002
Hope Valley incremental speed and route availability improvements.	2002 – 04
South Humberside Main Line, speed improvements, minor signalling works.	2002 – 04

In the period 2005 – 2010, additional capacity for freight trains is planned on the route between Doncaster band Bristol.

Long Term (Beyond 2010)

Beyond 2010, the role of the railways will become even more important, and the key network capacity issues will have to be addressed. In particular, this involves:

• High Speed Line. Additional capacity between London, the North of England and Scotland for both freight and passenger services; to include consideration of a new line with a high speed capability, and provision of capacity for more north – south rail freight movements;
• Kings Cross/St Pancras. Integrated development of the main line and Underground stations (and bus and taxi connections) as a ‘superhub;’
• Multimodal Studies. Development of rail projects identified in the Multi-modal studies;

The press release issued by the Strategic Rail Authority on 14 January 2002.

(The area covered is that of the Government Office for London and the Government Office for the South East – Greater London, Berkshire, Buckinghamshire, Hampshire, Isle of Wight, Kent, Oxfordshire, Surrey, East Sussex, West Sussex).

Objectives of the Strategic Plan

The Plan sets out how the SRA intends to tackle the rail industry’s problems and priorities in the short, medium and long term to:

• restore stability in the industry, allowing performance to improve;
• deliver growth to meet the 10 Year Plan core targets of :

  – 50% increase in passenger kilometres
  – reduction in overcrowding which breaches the SRA’s standards
  – 80% increase in freight tonne-kilometres

• build a pipeline of projects at different stages of development against which contractors and suppliers can plan.

The plan also meets where possible SRA’s other priorities set by Government, including better integration with other transport modes, expansion of capacity and promotion of the use of the railway network.

The priorities have been developed taking into account dialogue with the Rail Passengers’ Committees for Southern and Western England, the London Transport Users Committee, Transport for London, the Government Offices for London, the Government Office for the South East and local authorities within the region.

The SRA is contributing to the preparation of the Regional Transport Strategy for the South East and maintains dialogue on the Mayor’s strategy for Greater London.

The SRA is currently taking part in the DTLR-sponsored Multi-Modal Study (MMS) process, and is represented on all the MMS Steering Groups. Some twenty studies are underway or have been completed in England.
As requested by the Secretary of State, the SRA is currently undertaking further work on the rail issues associated with the Access to Hastings Study, which was the first study Ministers considered.

National schemes with benefits for the South East:

• Train Protection and Warning System
• A Company Neutral Revenue Support schemes to be introduced in 2002 for intermodal and ‘less than trainload’ markets
• Freight Facility Grants
• Freight Small Schemes Fund
• Incremental Outputs statements for track and signalling and stations
• Rail Passenger Partnership Fund
• Training through a National Rail Academy
• National Rail Performance Fund to improve reliability of services
• Proposals for a National Test Track to prove new rolling stock, before it is tested on the Railtrack network
• A programme of improvements for passengers with disabilities to improve station access and special training for staff

Schemes of Particular Relevance for the South East

Priorities-Short Term

• Some 1,700 new coaches to be introduced on the South Central, Connex South Eastern and South West Trains franchises by 2004
• Completion of the Train Protection Warning System (TPWS)
• East London Line. The extension of the East London Line to North and South will provide a new cross-London link, help regeneration and contribute to the further development of Docklands. The SRA has committed £39m for project development. Completion of the Channel Tunnel Rail Link. Section 1 is scheduled for completion by 2003 and Section 2 to St Pancras by 2007

National projects with implications for London and the South East also include:

• The establishment of a Rail Performance Fund in order to provide added resilience to the network
• An ‘Accessibility for All’ programme which includes additional funding to ensure that TOCs, where necessary, are able to implement the requirements of the Disability Discrimination Act
• Simplification of the franchise structure by bringing services at key London terminals under single control wherever possible thereby reducing operational conflicts at congested parts of the network

Priorities-MediumTerm

• Replacement of the Chiltern, South Central and South West Trains franchises which will deliver new rolling stock, increased capacity, greater reliability and better integration with other transport modes
• Progress on the Thameslink 2000 project, providing Metro style frequencies through the centre of London
• Platform extensions to accommodate longer trains on the Connex South Eastern, Great Northern and First Great Eastern franchises
• Capacity improvements on the London -West Anglia route, incuding Stansted Airport

In parts of London and South East England, introduction of new trains for improved services is contingent on upgrades to the power supply. Work is underway to scope the costs and feasibility of doing this within the timescale required.
Passenger Service Requirements (PSRs), set out the minimum service operators must provide. They are being reviewed to establish whether changes could deliver a more robust timetable and extra capacity. The SRA is seeking to identify priorities for early action.

The principal projects for the South East are set out below.

Channel Tunnel Rail Link

The Channel Tunnel Rail Link (CTRL) is a completely new high speed rail link from the Channel Tunnel to London St. Pancras. It will provide high speed running for Eurostar services and for fast new domestic services linking major stations in Kent with St.Pancras. It will contribute to regeneration in the Thames Gateway area, east London, around St.Pancras and in several areas of Kent.

Developments (2002-2005)

• CTRL Section One is two thirds complete, and is expected to open in 2003. It runs from the Channel Tunnel to the Thames Estuary, joining the Railtrack network at Fawkham Junction; to allow Eurostar trains to serve Waterloo; Eurostar journey times will be significantly reduced and release more capacity on the route via Tonbridge

Developments (2005-2010)

• CTRL Section Two extends the new rail link from Ebbsfleet under the Thames to St Pancras. Work commenced in 2001, and the route is expected to be open early in 2007. Works include:
• a new international station at Stratford, providing fast links to Paris and Brussels from Docklands
• St Pancras remodelling, to accommodate Eurostar trains with an extension to the original train shed, and new platforms both for services using the Midland Main Line and domestic services from the CTRL
• Construction of a new sub-surface station box at St Pancras and a tunnel link to the Great Northern route. The Thameslink 2000 project provides for fitting out this low level station and joining it to the Great Northern route at Belle Isle junction, North of Kings Cross. This will allow Great Northern services to be integrated into the Thameslink network
• Fast domestic services will serve Ashford. Ebbsfleet, Stratford and St Pancras International
• Fast domestic services are also expected to serve North West Kent and the Medway Towns, Ramsgate. Canterbury, Dover and Folkestone
• Works to improve interchange at St Pancras- Kings Cross
• Completion of CTRL Section Two will release land in the Kings Cross area for redevelopment
• Preparations for the franchising process for the fast domestic services commenced last year ; a franchise proposal will be published by the SRA later this year
• New high speed trains will need to be procured for domestic services
• With Sections One and Two completed, CTRL will have capacity for up to eight Eurostar services per hour in each direction and up to eight domestic services in each direction in the peaks. The railway also has the potential to handle freight trains adapted to operate at high speeds
• Journey times to Paris and Brussels will be reduced by over half an hour compared with today. There will be major domestic journey time improvements too; an example is a new journey time from Ashford to London of 37, against the current 75 minutes
• Some capacity on the South East London suburban network will be released

Chiltern Railways

Developments 2001-2001 A Deed of Amendment to the existing franchise agreement took effect from April 2001. This ensures progress while the new franchise, for up to twenty years, is contractualised. The interim agreement commits Chiltern to:

• Seven extra Class 168 vehicles to come into service in Summer 2002
• Tougher incentive regimes- including penalties for falling below 83% on the SRA’s Public Performance Measure
• 580 extra parking spaces, at seven stations, by March 2002
• M40 Trains ( the parent company of Chiltern railways), working with Railtrack and its contractors, to proceed on the costing, design and development of schemes which will be committed in the new Franchise Agreement (see below)
• Trial refurbishment of a Class 165 train to gauge passenger reaction

Developments 2002-2005 The following major commitments will be included in the new Franchise Agreement, which is currently being finalised:

• Restoration of double track and an increase in line speed between Bicester North and Aynho Junction by August 2002. This will facilitate increased peak services to Banbury, Bicester North and Haddenham and Thames Parkway and provide a diversionary route for passengers during engineering work on the Southern end of the West Coast Main Line
• Two extra platforms at London Marylebone and a new depot in the London area
• An increase in the peak frequency to High Wycombe
• Platform length extensions to accommodate eight –car trains at twelve stations ,for completion between May 2002 and May 2003
• Fifteen new vehicles, for delivery in phases between Winter 2002 and Winter 2004, and a commitment for the future to order sufficient rolling stock to meet demand up to agreed levels
• All Class 165 rolling stock to be refurbished to an agreed standard for completion in 2004,or replaced by 2006
• Improved passenger information, security and accessibility at Chiltern stations, and some other stations served by Chiltern
• Fifteen out of sixteen of all trains, all day, to arrive at their destinations within SRA punctuality standards from the end of 2003
• Project management of the trial of ERTMS ( the train control system) on the route

Developments (2005-2010) The duration of the Chiltern franchise will be reviewed in 2005, in the light of
achievement on the commitments above, and progress made on developing further schemes, including:

• Further infrastructure enhancement work, including restoring four tracks between West Ruislip and Northolt Junction, and through Beaconsfield
• Upgrade of the route between London and Aylesbury via Amersham, to improve journey times and service frequencies
• West Hampstead interchange station
• New services Aylesbury/Oxford/Bletchley/Milton Keynes ( a route closed to passenger services in the 1960’s)
• Development of an extension North of Aylesbury, to a new M1/M6 Parkway station
• In the event that capacity is available, the operation of half-hourly local all-stations services in Greater London

Connex South Eastern
Developments 2001-2002

• Introduction of 210 vehicles of new Class 375 rolling stock by Summer 2002
• Investments of £40.5m in rolling stock reliability improvement for Class 465,466 and 508 trains

Developments 2002-2005

• Connex South Eastern ( CSE) are required to replace all remaining Mark 1 rolling stock by the end of 2004 at the latest

CSE are preparing a proposal for an extension, which is expected to contain the following features:

• Refurbishment of all Class 465, 466 Networker vehicles and redeployment of some of the fleet on Kent Weald services.
• 180 purpose built Metro vehicles for lines from Dartford and Hayes to London Bridge, Charing Cross and Cannon Street, specially designed to deal with high numbers of boarding and alighting passengers
• additional vehicles to accommodate growth and reduce overcrowding
• extending platforms on the Gillingham and Dartford via Greenwich routes to accommodate twelve car trains ( platforms on the Dartford via Bexleyheath and Sidcup routes are to be extended to accommodate twelve-car trains under the Thameslink 2000 project), to increase capacity and reduce overcrowding

IOS stations
CSE has 145 stations eligible for upgraded facilities under the IOS scheme. The works are due to be completed by the end of 2004.

IOS infrastructure
The SRA is supporting, subject to value for money tests, the following incremental improvement to the network:

IOS infrastructure	Main output	Key requirement	Expected completion date
Tunbridge Wells	Operational Flexibility	Twelve-car trains able to turn back at both platforms	2004-2005

RPP Proposal
The following RPP proposal is currently being assessed for possible funding

RPP Proposal	Status	Output
Camberwell Station	pre-qualified	New station (CSE and Thameslink). New Herne Hill-Blackfriars shuttle to provide additional capacity.

East London Line

The extension of the East London Line to North and South will provide a new cross-London link. It will help regeneration and contribute to the further development of Docklands. The East London Line is currently operated by London Underground, from Shoreditch to New Cross and New Cross Gate. The SRA, Transport for London and the Mayor for London have agreed that the line will be developed to the standards of the national rail network.

The line is to be extended North (partly over old railway infrastructure) to a new junction at Dalston, allowing through services to Highbury, Islington and beyond, and South to destinations including Wimbledon , Crystal Palace and West Croydon. Transport for London has plans to integrate bus and Underground services with the expanded East London Line, and new interchanges will be provided at Dalston Junctionand Shoreditch (Bishopsgate), as well as new stations at Hoxton and Haggerston.

The extension will be built under a Private Finance Initiative concession, under which the private sector will design, build, finance and maintain the project. The concession will be awarded by the SRA. Powers to construct the extension were obtained in 1997 for the Northern extension, and in October 2001 for the Southern section.
Work on the Northern extension has begun. The target for the opening of the entire extension is 2006.

Developments (2001-2002)

• The SRA has committed £39m for project development, sufficient to purchase and to allow a start to engineering works on the Northern section; works have begun.
• LUL have begun works in the Dalston, Bishopsgate Goods Yard and Allen Gardens area.

Developments (2002-2005)

• Major works on the Northern section are scheduled to be commenced by LUL this Autumn on bridges at Kingsland, Dalston and Shoreditch
• The SRA will let the concession for the extension later this year, and control of works will then pass to the concessionaire
• New stations will be built in Hoxton, Haggerston and Dalston Junction, and on the site of the old Bishopsgate Goods Yard
• Works on the Southern extension will be progressed in parallel once the concession has been awarded
• New trains will be procured

Developments (2005-2010)

• North-South services on the East London Line are intended to be a stepping stone to the creation, in the longer term, of an Orbirail franchise, linking with services on the North London Line, and possibly the West London Line, to provide an orbital alternative to journeys across the central areas of London.

First Great Eastern*

The present franchise expires in 2004, and will be replaced by a new Greater Anglia franchise, comprising, this area’s services, West Anglia and Anglia services; the key benefits in the Great Eastern area will include:

• More effective use of capacity into Liverpool Street station, to provide a better service and reduce overcrowding
• Possible capacity improvement on the Great Eastern Main Line route

IOS stations
First Great Eastern has 40 stations eligible for upgrading facilities under the IOS scheme. The works are due to be completed by the end of 2004.

RPP Proposal
The following RPP proposals is currently being assessed for possible funding:

RPP proposal	Status	Output
Stratford station	Pre-qualified	Extended platform and revised signalling to allow more peak services to stop.

* See Eastern England briefing for details of developments in Essex and Suffolk.

Gatwick Express

Developments 2001-2002

• Additional luggage facilities to be added to the new fleet of Class 460 Juniper trains
• New portable ticket issuing equipment

Development 2002-2005

• Gatwick Express is seeking to reduce journey times between London and Gatwick to 28 minutes, and to start trains on the hour, half and quarters, from both ends of the route; these changes will take some time to be incorporated in the timetable
• Feasibility studies are currently being undertaken on Victoria check-in facilities, to explore the possibilities of expanding/improving the facilities available to passengers

Island Line
Developments 2001-2002

• Two year franchise extension to September 2003 agreed with Stagecoach in March 2001
• The franchise extension commenced in October 2001 and provides an improved Passenger’s Charter ( including added customer benefits); it gives the franchisee additional incentives to maintain good performance, by providing for refunds for serious delays or cancellations and sets a stringent penalty threshold for season ticket refunds
• Additional services from Ryde Pier Head to Shanklin on High Summer Saturdays, to provide three trains per hour, sponsored by the ferry operator Wightlink.
• Installation of “Train Stop” system, which applies the brakes on any train passing a signal at danger
• A report commissioned by the SRA investigated future options for rail service provisions on the Island; consultation on the report has been completed and the SRA is now developing its strategy in the light of the results of the consultation

Developments 2002-2005

• The SRA will start discussions on the replacement of the current franchise early this year
• Consideration is being given to work to remove a speed restriction at Rowborough

Silverlink

Developments 2001-2002

• Secure station accreditation being sought for eight stations
• Real time train information fed to screens at North London Line stations

Developments 2002-2005

• Silverlink Metro to open new telephone lines providing route and timetable information
• The SRA, Silverlink and Angel Trains are in final negotiations to acquire three three-car Class 508 trains to relieve overcrowding: the SRA has approved these trains for introduction in 2002 subject to final negotiation; this will enable Silverlink to deliver additional peak services on the North London Line between Stratford and Camden Road, to alleviate severe overcrowding
• Silverlink are making proposals for a two-year extension. The aim would be additional capacity, particularly on the North London Line

There appear to be advantages in terms of making best use of available network capacity, in combining the Virgin West Coast and Silverlink franchises or services operating into Euston. The SRA is consulting with stakeholders on the general principle of single management of services into each of the London terminals, and will announce its conclusion shortly. Combination could take place at the expiration for the Silverlink franchise, in 2004, or possibly before, if suitable terms could be agreed. In addition, an option for the Metro services would be to transfer them to form the core of the proposed Orbirail franchise with in due course, services on the extended East London Line.

IOS stations

Silverlink had 53 stations eligible for upgraded facilities under the IOS scheme. The works are due to be completed by the end of 2004

IOS infrastructure

The SRA is supporting, subject to value for money tests, the following incremental improvements to the network:

IOS infrastructure	Main output	Key requirement	Expected completion date
Barking	Operational Flexibility	Ability to run two trains from Gospel Oak into one platform	2005-06
Willesden Junction (High Level)	Operational Flexibility	Ability to turn back trains in a central siding	2004-05

RPP proposals
The following RPP proposals are currently being assessed:

RPP proposal	Status	Output
Willesden to Clapham	approved	Summer Sunday service, to start Summer 2002
West London line	under appraisal	Improved services; new stations at Shepherd’s Bush and Chelsea Harbour

South Central

Developments 2001-2002 Govia, which operates services under the South Central name, was selected as the preferred counterparty for the new South Central franchise; the existing franchise has been transferred from Connex to Govia to allow Govia to begin its development programme as soon as possible.

Over the coming months SRA will be working with Govia to contractualise the heads of terms for the new Franchise Agreement.

Developments 2002-2005 The heads of terms between Govia and the SRA announced on 24 October 2000 included the following commitments from Govia. Signature of the new Franchise Agreement is currently anticipated to be in late 2002.

• 400 new Electrostar vehicles to be introduced into service during 2002-2003, operating the majority of off-peak and some peak services during 2003
• a further 300 Electrostar vehicles ( or equivalent) to allow all Sussex Coastway services to be operated by Electrostars ( or equivalent) from December 2004
• Mark 1 stock released by introduction of Electrostar vehicles to be used initially for peak strengthening, with full withdrawal of Mark 1 stock by the statutory date of 31 December 2004
• Electrification of lines from Hurst Green to Uckfield, and Ore to Ashford, allowing for electric operation between Ashford International – South Coast and Uckfield – London
• Station improvements
• Increased depot capacity
• Platform lengthening
• “Stakeholder Board” to be introduced to give passengers a voice in the development of the franchise
• Passenger’s charter improvements include compensation for delays and missed connections, more customer focused compensation arrangements and a commitment to improve information and customer service, from commencement of the new Franchise Agreement
• Commitment to nine out of ten trains arriving within SRA punctuality standards

South London

• Enhancement of the South London Metro suburban services, including all-day services with generally higher frequencies from early morning to late evening, earlier first trains, later last trains, and longer trains on some routes, giving four trains per hour on eight out of ten Metro routes
• Refurbishment of all power door rolling stock to improve both passenger environment and reliability, including all Class 455 and 456 trains

Brighton Main Line

• Enhancements at Gatwick Airport station for performance and capacity gains
• Improved frequency and journey to Sussex Coast, and infrastructure work including a new flyover at Windmill Bridge Junction on the Brighton Main Line, a capacity bottleneck

Sussex Coastway

• Infrastructure facilities to allow trains to overtake slower stopping services on the Coastway route

Arun Valley

• Upgrade of Arun Valley line, improving line speed and capacity, and providing diversionary and relief route for Brighton Main Line via a new East facing chord with the Coastway route
• Upgrade of Sutton route, including the development of track and station facilities at Epsom station

IOS infrastructure
The SRA is supporting, subject to value of money tests, the following incremental improvements to the network:

IOS infrastructure scheme	Main output	Key requirement	Date
Clapham Junction to Mitre Bridge	Operational flexibility	Reduce headway to three minutes by raising line speed	2004-5
Havant-Brighton	Flexibility	Provide facilities at Worthing to permit fast services to overtake slow services.

 

• As part of a package of investigations, Railtrack has at the SRA’s request, employed consultants to survey the electric traction power supply on part of the South Central area
• The heads of terms between Govia and the SRA also included a commitment from Govia to introduce additional trains into service each year throughout the duration of the franchise to meet expected demand; up to a total of 1000 new vehicles could enter service between 2001 and 2010

South West Trains
Developments 2001-2002

• “Full Crew” working, where Guard, Driver and train stay together for working shift, allowing faster service recovery in times of disruption
• continued introduction of New Class 458 Jupiter trains
• sanding equipment for better running in poor conditions, already fitted to all Class 159 trains and to be fitted to all Class 455 by the end of 2001

The SRA has agreed heads of terms with Stagecoach to replace the South West Trains franchise with a new twenty year franchise. The two parties making progress towards signing of the replacement Franchise Agreement

Developments 2002-2005

• RPP-funded scheme to modernise Brentford station, work due to commence this year: enhanced services already commenced

Commitments to the following improvements are included in the heads of terms agreed between the SRA and South West Trains:

• 785 new Siemens Desiro vehicles have been ordered to replace existing Mark 1 stock and provide additional capacity to relieve overcrowding
• additional services on weekday evenings to Southampton, Portsmouth, Hampton Court, Dorking, Kingston, Shepperton, Windsor and Guildford via Cobham
• additional Sunday services to Portsmouth, Reading, Windsor, Hampton Court, Chessington and Guildford via Cobham
• longer platforms at Waterloo and 60 other stations to accommodate trains up to ten cars, in place of the present eight cars. This will give a further increase in peak capacity over most of the suburban system
• a recast of the timetable from Reading and Windsor to Waterloo, and the Main Line timetable. This will provide overall 16% increase in peak capacity to Waterloo, and a frequency of at least four trains per hour at suburban stations on both the Richmond and Hounslow lines
• introduction of a four trains per hour frequency between Shepperton and Kingston
• generally higher frequencies from early morning to late evening

IOS infrastructure

The SRA is supporting, subject value for money tests, the following incremental improvements to the network:

IOS infrastructure scheme	Main output	Key requirement	Date
Farnborough	Operational flexibility	50mph crossovers	2005-06

RPP proposals
The following RPP proposals are currently being processed:

RPP proposal	Status	Output
Chandler’s Ford Station	pre-qualified	New station, with car and cycle parking.

Developments 2005-2010
Further proposals in the Heads of Terms include:

• redevelopment of Clapham Junction, including overbridge or upper concourse with lift or escalator access to platform level, passenger lounges and improved shelter on platforms
• passenger circulation improvements at Waterloo
• upgrading of Wimbledon and Vauxhall stations to improve interchange with the London Underground
• proposals for improving the reliability of infrastructure to give better punctuality of services
• improved facilities, including CCTV linked to British Transport Police control, at all stations
• toilets and improved waiting areas at all staffed stations
• all platforms accessible to people with disabilities by 2014
• introduction of a four trains per hour frequency between Hampton Court and Surbiton

Thames Trains

Developments 2001-2002

• refurbishment of Class 166 trains ( over one third of total fleet)
• £2m to be spent on station improvements in 2001-02
• TrainBus campaign of integrated rail- link buses, integrated tickets in all conurbations served, and other areas, and special connections for towns not served by rail

Developments 2002-2010

• Thames Trains to project manage the trial of the ERTMS train control system on the route.

The Thames Trains franchise expires in 2004. There is a possibility of a two-year extension, with passenger benefits, which could include increased capacity. There appear to be advantages, in terms of making the best use of available network capacity, in combining the Thames Trains franchise with the Great Western Franchise; an opportunity could arise at the replacement of the First Great Western franchise in 2006. The SRA is consulting with stakeholders on the general principle of uniting management of services into each of the London terminals under single operators, and will announce its policy shortly.

Key issues for any new franchisee for the Thames Trains area will include:

• Additional rolling stock, to provide extra capacity.
• Journey time improvements
• Improved integration with Heathrow Airport
• Car parking capacity

IOS stations – Thames has 36 stations eligible for upgraded facilities under the IOS scheme. The works are due to be completed by the end of 2004.
IOS infrastructure

IOS infrastructure scheme	Main output	Key requirement	Date
Newbury	Operational flexibility	Provide for passenger trains to terminate in the down platform and turn back towards Reading	2004-5

Thameslink

Developments 2001-2002

• Timetable improvements from Bedford and Luton to London from Summer 2001. Faster ‘clock-face’ services between London and Gatwick, and four trains per hour between London and Gatwick stopping only at East Croydon.
• Secure station accreditation achieved at Tooting, South Merton, St Helier, Sutton Common, Haydons Road, Wimbledon Chase, Morden South, City Thameslink, Leagrave and West Sutton. Also being pursued for Hendon, West Hampstead and Cricklewood stations.
• TPWS fitted to all Thameslink 319 units.

Developments 2002-2010

• Proposals to increase level of morning peak service in the Northern part of the franchise being considered for Winter 2002
• Review of timetable provision, to take advantage of synergies with South Central services
• Development of proposals for improved maintenance and stabling facilities
• The “Capability” project will be rolled out, following a trial at St. Albans. This project is designed to enable staff to react more readily, and with authority, to customers’ needs
• Acceleration of the renewal of signalling in the London Bridge area, which will allow increased flexibility in engineering possessions during implementation of the Thameslink 2000 project
• The Thameslink franchise expires in 2004. Eight companies pre-qualified, in 2000, to bid for an enlarged franchise, including Great Northern services and certain services south of the Thames. The conclusions of the SRA-Railtrack procurement review for the Thameslink 2000 project announced in April 2001 will inform the franchise proposition offered. A further announcement will be made later this year. There is also a possibility of a two-year extension of the franchise to secure additional capacity. The extension could include the transfer of Great Northern services to Thameslink

Thameslink 2000
The Thameslink 2000 scheme is a major project subject to a contract between Railtrack and the SRA. It is dependent upon on the conclusions of a Transport and Works Act inquiry, the hearings of which ended in May 2001. If approved by the Secretary of State, the SRA expects to start in 2003, and to be completed in 2008. Principal outputs would be as follows:

• Capacity to enable 24 trains per hour in each direction between Kings Cross and Blackfriars in peak periods, 18 of which would serve London Bridge
• Platform extensions to accommodate 12-car trains on most of the routes intended to be used by Thameslink 2000 services, considerably increasing capacity, and reducing overcrowding
• Linking of the Great Northern route into the central Thameslink section, increasing through journey and interchange opportunities, and thus relieving not only the existing Thameslink catchment areas and services on the Great Northern, but also major London interchanges, by offering more through destinations to and from South of London

IOS station – Thameslink has 21 stations – works to be completed by end of 2004.

IOS infrastructure

IOS Scheme	Main Output	Key Requirement	Expected Completion Date
St Pancras- Bedford	Operational flexibility	Ability for trains to cross between fast and slow lines at 50mph between Cricklewood and Radlett.	2004-05

West Anglia Great Northern*

West Anglia Route Modernisation
The West Anglia route has seen considerable growth and is now capacity constrained. Renewal is in progress, and the section between Bethnal Green and Hackney Downs was recently completed. An enhancement programmes is being developed.

Consultants have reported to the SRA on options for upgrading, for which the various economic cases are now being tested. The SRA is negotiating details of funding with BAA, whose Stansted Airport drives much of the West Anglia’s route’s projected traffic; traffic at the airport is rapidly expanding.

The SRA has contracted with Railtrack for initial design and costing on certain options and for provision to be made for possible enhancement as renewals are carried out. The programme includes:

• Four tracks Tottenham Hale – Brimsdown
• Additional platforms and Liverpool Street station
• Line speed improvements
• Extended hours for services to Stansted Airport, and capacity enhancements at Stansted Airport station
• Making signalling compatible with potential new rolling stock
• Development of services to Stratford

IOS stations – WAGN has 90 stations eligible for upgrades, works due to be completed by the end of 2004.

RPP proposal

RPP Proposal	Status	Output
Finsbury Park Interchange	pre-qualified	expansion of the bus facility to improve interchange

* See Eastern England briefing for details of WAGN developments in Hertfordshire, Cambridgeshire and Norfolk.

Freight

The main schemes affecting the South East are:

Felixstowe-Nuneaton.

The SRA intends to develop and implement the following:

• Works to clear the route to W12 gauge, to permit use of 9ft 6in high deep sea containers\swap bodies and 9ft 6in high, 2.6m wide European intermodal units on 1,000mmm deck -height wagons throughout between the port of Felixstowe and the West Coast Main Line (WCML) at Nuneaton
• Works to provide capacity sufficient to accommodate 30-40 freight trains per day in each direction by 2010,to meet projected demand between East Anglia and the Midlands\North

Gauge and capacity improvements will help retain existing volumes of approximately 330,000 containers each year on rail to\from the port of Felixstowe (which would be progressively lost, as standard container heights increase to 9ft 6ins, without these improvements) and should absorb continuing growth in the deep sea and short sea intermodal markets. An additional benefit is the release of extra paths on the existing routes of the Great Eastern, north London Line and WCML south of Nuneaton for passenger and/or freight growth in these regions.

Developments (2001-2002)

• Feasibility work completed on W12 gauge clearance and capacity
• Estimates for W12 gauge and capacity work on target for completion in early 2002.
• Project implementation plan under development, in consultation with rail freight industry, to secure maximum early benefits from work o date; first physical project works to commence this year

Developments (2001-2002)

Output	Expected Completion Date
London diversionary route cleared to W10 gauge	2003-4
Leicester-Nuneaton resignalling to provide improved signalling headways and layouts 9junctions and crossings) increase capacity and accommodate 775m trains	2003-4
Full W10 gauge clearance on route	2004-5
Full W12 gauge clearance	2005

Developments (2005-2010)

Output	Expected Completion Date
Full capacity enhancement completed	2010

Southampton-West Midlands

The upgrade of this route has as its objectives the ability to convey larger containers, retention and expansion of the current 35% market share for freight.

Southampton is a key growth opportunity for rail. By 2010 the throughput of Southampton is projected to be 720,000 twenty foot equivalent units (TEU) per year and the new port proposed at Dibden Bay, if approved, would provide an additional throughput of some 1m TEUs per year. The expected completion date for full capacity enhancement of this route is 2009 with gauge clearance by 2005 and container length enhancement by 2006.

North London and Great Eastern freight specific works

The SRA intends to develop and implement the following:

• W12 gauge clearance on the Great Eastern south of Ipswich and across North London (East-West), along with a diversionary route cleared to W10 gauge.

These works should deliver a 50% increase over existing freight capacity across North London, and accommodate projected growth from Thameside ports and industry, and from possible developments at Bathside Bay and Shell Haven. Extra freight capacity on the Tottenham and Hampstead section will free passenger paths on the North London Line.

To facilitate proposed increases in passenger services on the North London Line and through Stratford, most of the work involving the Barking -Willesden line will need to be completed in advance, to accommodate displaced freight flows.

The benefits of this project are linked with the Felixstowe-Nuneaton project and, in particular, the linked clearance of Ipswich tunnel for longer vehicles: the freight trains using these lines will also require a proportion of the 42 paths south of Crewe to be delivered by WCRM, to provide viable through transits.

Developments (2002-2002)

• Feasibility work on W12 gauge clearance Great Eastern/Thameshaven-WCML via Tottenham and Hampstead (including Hampstead Tunnel) and North London Line
• Feasibility work on W10 clearance of North London Line
• Feasibility work on providing capability for heavier trains (to at least Route Availability 10 between Barking and Willesden via Tottenham and Hampstead

Developments (2002-2005)

Outputs	Expected Completion Date
W10 gauge clearance Thameshaven-Camden junction via Tilbury and North London Line	2003
Route availability 10 clearance Woodgrange Park-Harlesden Junction (WCML) via Tottenham and Hampstead	2003
Increased capacity by implementing improvements to signalling headways and junction speeds, Gospel Oak (from Tottenham and Hampstead)- Willesden Junction	2003
Increased capacity by implementing improvements to signalling headways, Woodgrange Park-Gospel Oak	2004
W10 clearance of the Great Eastern main Line: Stratford-Harwich and Ipswich (Halifax Junction)	2004
W10 clearance Woodgrange Park-Harlesden Junction (WCML) via Tottenham and Hampstead	2005
W12 clearance Woodgrange Park-Harlesden Junction (WCML) via Tottenham and Hampstead	2005

Longer Term Schemes

South London Metro

The Mayor of London’s Transport Strategy states that Transport for London will work with other parties “to identify a phased programme, co-ordinated with franchise replacement, for the implementation of the London Metro concept, including Orbirail”. This aspiration to integrate national Rail more closely into London’s wider public transport network is particularly applicable South London, where there is limited Underground provision.

The South London Metro concept aims to provide a ‘turn up and go’ high frequency service South of the Thames in the Greater London area.

A Steering Group , chaired by the SRA, comprising the key stakeholders, including TfL, Railtrack, the TOCs, local authority and passengers representatives has been meeting regularly to take forward implementation.

In the first instance, improvement in service provision is being secured through the replaced franchises for South West Trains and South Central and a possible extension of the Connex South Eastern franchise. In particular, higher frequency services in the off-peak, and refurbished rolling stock, will be delivered by South West Trains and South central as part of their franchise replacement programmes. A possibility in the South Eastern area is the acquisition of rolling stock specially designed for the high numbers of boardings and alightings characteristic of the Metro area.

In the longer term, the South London Metro concept would require a major increase in service frequencies on many routes, which could ultimately only be achieved by reallocating capacity, or by new investment. The SRA expects to fund development work on the potential of a higher frequency South London Metro during the period of this Plan.

London Crossrail

Options for taking forward this scheme as well as the proposed Merton-Hackney project are being developed by the newly formed SRA-TfL joint venture, Cross London Rail Links, with SRA and TfL together providing £150m for project development.

Several other schemes, such as the proposed High Speed Line, the Kings Cross Superhub and enhanced airport links will also provide benefits in the longer term for London and the South East. These will be further enhanced by the upgrade of the Great Western line and the ongoing outputs from the Network Management Statement.